U.S. patent application number 17/106210 was filed with the patent office on 2021-04-01 for vehicle capable of low noise runs.
This patent application is currently assigned to NL Giken Incorporated. The applicant listed for this patent is Masahide Tanaka. Invention is credited to Masahide Tanaka.
Application Number | 20210094468 17/106210 |
Document ID | / |
Family ID | 1000005273860 |
Filed Date | 2021-04-01 |
United States Patent
Application |
20210094468 |
Kind Code |
A1 |
Tanaka; Masahide |
April 1, 2021 |
Vehicle capable of low noise runs
Abstract
A vehicle comprises electric motor, generator of simulated
engine sounds, decider of whether or not to generate simulated
engine sounds and controller of the level of simulated engine
sounds. The controller smoothly increases level of simulated engine
sounds upon decision of sound generation on detection of
pedestrian, crosswalk, narrow road, or road with no sidewalk. The
decider is responsive to vehicle navigation system, or ETC, or
camera of EDR. EDR records the decision as circumstantial evidence.
The decision may be optionally possible, but is forcibly made upon
necessity. Simulated engine sounds can be greater than, or equal
to, or less than real engine sounds. The controller makes a soft
peak of simulated engine sound upon brake or accelerator operated.
Balance of simulated engine sounds among front, rear, right and
left of vehicle is changeable in response to shift lever or blinker
lever operation. The decision is visually indicated inside
vehicle.
Inventors: |
Tanaka; Masahide; (Osaka,
JP) |
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Applicant: |
Name |
City |
State |
Country |
Type |
Tanaka; Masahide |
Osaka |
|
JP |
|
|
Assignee: |
NL Giken Incorporated
Osaka
JP
|
Family ID: |
1000005273860 |
Appl. No.: |
17/106210 |
Filed: |
November 30, 2020 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15921975 |
Mar 15, 2018 |
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17106210 |
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15144823 |
May 3, 2016 |
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15921975 |
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14481933 |
Sep 10, 2014 |
9352688 |
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15144823 |
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12901537 |
Oct 10, 2010 |
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14481933 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60Q 5/008 20130101;
Y10S 903/904 20130101; B60Y 2300/08 20130101; B60Y 2200/92
20130101; B60W 2556/50 20200201; B60W 50/0098 20130101; B60W
2555/20 20200201; B60L 3/0015 20130101; B60Y 2200/91 20130101; B60K
6/22 20130101; B60Q 5/006 20130101 |
International
Class: |
B60Q 5/00 20060101
B60Q005/00; B60W 50/00 20060101 B60W050/00 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 18, 2009 |
JP |
2009-239931 |
Claims
1-20. (canceled)
21. A vehicle capable of running with electrical power comprising:
an electric motor configured to drive the vehicle; a sound source
configured to generate sound in the rear of the vehicle; an
operating portion for operation of the vehicle; and a controller
configured to have the sound source generate the sound in reverse
travel of the vehicle according to the operating portion.
22. The vehicle according to claim 21, wherein the operating
portion is for selective operation of the vehicle for the reverse
travel, wherein the sound source is configured to generate the
sound outside the vehicle for pedestrians to hear the vehicle and
the sound source includes a sounding unit configured to generate
the sound for one of the pedestrians behind the vehicle, and
wherein the controller is configured to have the sounding unit
generate the sound for the pedestrians behind the vehicle to hear
the vehicle traveling in reverse according to the operating
portion.
23. The vehicle according to claim 22, wherein the controller is
configured to have the sounding unit generate the sound when the
operating portion is operated to select the reverse travel.
24. The vehicle according to claim 22, wherein the operating
portion is further capable of selective operation of the vehicle
for forward travel of the vehicle, and wherein the controller is
further configured to reduce or mute the sound when the operating
portion is operated to select the forward travel.
25. The vehicle according to claim 22, wherein the sound source
further includes a second sounding unit configured to generate the
sound for one of the pedestrians in front of the vehicle, wherein
the operating portion is further capable of selective operation of
the vehicle for forward travel of the vehicle, and wherein the
controller is further configured to have the second sounding unit
generate the sound for the pedestrians in front of the vehicle to
hear the vehicle traveling in forward according to the operating
portion.
26. The vehicle according to claim 25, wherein the controller is
configured to have the second sounding unit generate the sound when
the operating portion is operated to select the forward travel.
27. The vehicle according to claim 25, wherein the controller is
further configured to reduce or mute the second sounding unit when
the operating portion is operated to select the reverse travel.
28. The vehicle according to claim 22 further comprising a blinker
operating portion, wherein the sound source further includes a
third sounding unit configured to generate the sound for one of the
pedestrians on one side of the vehicle, and wherein the controller
is further configured to have the third sounding unit generate the
sound for the pedestrians on one side of the vehicle to hear the
vehicle when the blinker operating portion is operated.
29. The vehicle according to claim 28, wherein the third sounding
unit is for one of the pedestrians on left side of the vehicle,
wherein the sound source further includes a fourth sounding unit
configured to generate the sound for one of the pedestrians on
right side of the vehicle, and wherein the controller is further
configured to have the fourth sounding unit generate the sound for
the pedestrians on the right side of the vehicle to hear the
vehicle when the blinker operating portion is operated to the
right.
30. The vehicle according to claim 29, wherein the controller is
configured to change balance of the generated sound between the
third and fourth sounding units or to mute one of the third and
fourth sounding units in accordance with the blinker operating
portion.
31. The vehicle according to claim 22, wherein the sound source
includes a plurality of sounding units configured to generate the
sound for the one of the pedestrians to hear the vehicle regardless
of the location of the one of the pedestrians, behind the vehicle
or in front of the vehicle or on one side of the vehicle.
32. The vehicle according to claim 31, wherein the controller is
configured to change balance of the generated sound among the
plurality of sounding units or to mute at least one of the third
and fourth sounding units in accordance with operating portion.
33. A vehicle capable of running with electrical power comprising:
an electric motor configured to drive the vehicle; a sound source
configured to generate sound, the sound source including a
plurality of sounding units; and a controller configured to change
balance of the generated sound among the plurality of sounding
units.
34. The vehicle according to claim 33 further comprising an
operating portion for controlling travel of the vehicle, wherein
the controller is configured to change the balance of the generated
sound among the plurality of sounding units in accordance with the
operating portion.
35. The vehicle according to claim 34 wherein the controller is
configured to change the balance of the generated sound according
to left turn or right turn of the vehicle.
36. A vehicle capable of running with electrical power comprising:
an electric motor configured to drive the vehicle; a sound source
configured to generate sound outside the vehicle for a pedestrian
to hear the vehicle; an operating portion; and a controller
configured to have the sound source generate the sound for the
pedestrian to hear the vehicle in response to operation of the
operating portion.
37. The vehicle according to claim 36, wherein the operating
portion is a blinker operating portion.
38. The vehicle according to claim 37, wherein the controller is
configured to have the sound source generate the sound as audible
indication in cooperation with the visible indication by means of
blinking for the pedestrian on one side of the vehicle to note the
vehicle.
39. The vehicle according to claim 37, wherein the sound source
includes a first sounding unit configured to generate the sound for
the pedestrians on left side of the vehicle and a second sounding
unit configured to generate the sound for another pedestrian on
right side of the vehicle, and wherein the controller is configured
to have one of the first and second sounding units generate the
sound for the pedestrians on the left or right side of the vehicle
to hear the vehicle according to the blinker operating portion.
40. The vehicle according to claim 39, wherein the controller is
configured to change balance of the generated sound between the
first and second sounding units or to mute one of the first and
second sounding units in accordance with the blinker operating
portion.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This application is a Continuation Application of U.S.
application Ser. No. 15/921,975 filed Mar. 15, 2018, which is a
Continuation Application of U.S. application Ser. No. 15/144,823
filed May 3, 2016, which is a Continuation Application of U.S.
application Ser. No. 14/481,933 filed Sep. 10, 2014, which is a
continuation Application of U.S. application Ser. No. 12/901,537
filed Oct. 10, 2010, herein incorporated by reference in its
entirety.
BACKGROUND OF THE INVENTION
1. Field of the Invention
[0002] This invention relates to a vehicle capable of low noise
runs
2. Description of the Related Art
[0003] In this field of the art, various attempts have been done
with respect to a vehicle capable of low noise runs. Examples of
vehicles capable of low noise runs include hybrid vehicles and
electric vehicles which are favorable to quiet environment. On the
other hand, the almost silent run of a hybrid or electric vehicle
at lower speed means a problem for visually impaired pedestrians
who rely more on audio inputs to know what is going around them
have a problem. To solve the problem, it is proposed to mount
speakers externally with a controller tied to the accelerator
pedal. The system generates simulated engine sounds that will allow
people in the vicinity hear the car approach.
[0004] On the other hand, Japanese Publication No. 2005-289175
proposes a fuel cell car capable of generates simulated engine
sounds that will allow people in the vicinity hear the car
approaching at lower speed. According to the proposal, simulated
engine sounds are generated by an electronically controlled unit on
the basis of a sensor for detecting revolution speed of a driving
motor. The level of simulated engine sound is determined in
accordance with revolution speed of air compressor less than a
threshold when the speed of vehicle sensed by speedometer slowed
down less than a threshold. The simulated engine sounds thus
determined are emitted to the outside form a speaker to inform
pedestrians of the car approach. Further, it is proposed to
additionally prepare an environment signal generating means for the
purpose of determining the level of simulated engine sounds in
accordance with the speedometer or the environment signal
generating means. The environment means the presence or absence of
pedestrian, or daytime or evening or night time, area where vehicle
runs, or the level of noise outside the vehicle.
[0005] However, there still exist in this field of art many demands
for improvements of a vehicle capable of low noise runs vehicle
system.
SUMMARY OF THE INVENTION
[0006] Preferred embodiments of this invention provide a vehicle
capable of low noise runs in which warm and safe coexistence of
both vehicles and pedestrians is possible.
[0007] Preferred embodiments of this invention provide a vehicle
capable of low noise runs in which the original advantage of low
noise runs is harmonized with the safety of pedestrians.
[0008] Preferred embodiments of this invention provide a vehicle
capable of low noise runs with a possible misunderstanding between
the driver inside and pedestrian outside of the vehicle
avoided.
[0009] In a detailed design according to the above preferred
embodiment, a vehicle capable of low noise runs is proposed, the
vehicle comprising an electric motor for driving the vehicle, a
sound generator arranged to generate simulated engine sounds
outside the vehicle for pedestrians to hear the vehicle, a decider
arranged to decide whether or not to have the sound generator
generate the simulated engine sounds, and a controller arranged to
change the level of the simulated engine sounds in accordance with
a predetermined manner.
[0010] The decider above is advantageous to limit the generation of
the simulated engine sounds to a case of necessity for a pedestrian
and to keep the low noise runs in the other case. The controller
above is advantageous in view of warm and safe coexistence of both
vehicles and pedestrians.
[0011] In more detail, the controller is arranged to smoothly
increase the level of the simulated engine sounds when the decider
decides to have the sound generator start generating the simulated
engine sounds. Thus, the controller is functioning not to astonish
people in the vicinity of vehicle with sudden and artificial
emergence of the simulated engine sounds in response to the
decider.
[0012] According to further detailed design, the decider is
arranged to have the sound generator generate the simulated engine
sounds in response to a detection of a pedestrian in the vicinity
of the vehicle, or in response to a detection that the vehicle is
close to a crosswalk, or in response to detection that the vehicle
is on narrow road, or in response to a detection that the vehicle
is on a road with no sidewalk. These situations are considered to
be a case of necessity for a pedestrian to be informed of the
vehicle to approach or to start moving in the vicinity.
[0013] According to another detailed design, the vehicle further
comprises a vehicle navigation system unit, wherein the decider is
arranged to make the decision in response to the vehicle navigation
system unit. The vehicle navigation system unit is possibly an
advantageous source of information relating to crosswalk, narrow
road, or a road with no sidewalk.
[0014] According to still another detailed design, the vehicle
further comprises an electronic toll system unit, wherein the
decider is arranged to make the decision in response to the
electronic toll system unit. The electronic toll system unit is
possibly an advantageous source of information for the decision by
the decider since there is less possibility of pedestrian walking
on the toll road and the meaningless and rather harmful generation
of the simulated engine sounds upon traffic jam in toll way should
be inhibited.
[0015] According to another detailed design, the vehicle further
comprises a camera unit, wherein the decider is arranged to make
the decision in response to the camera unit. The camera unit, which
may be installed in the vehicle to capture outside image for an
event data recorder for example, is possibly an advantageous source
of information of pedestrian in the vicinity of the vehicle. In
more detail, the captured image may give information of a
pedestrian putting up an umbrella who may needs higher volume of
the simulated engine sounds under high noise caused by rain drops
on his or her umbrella.
[0016] According to still another detailed design, the vehicle
further comprises an event data recorder unit arranged to record
the decision by the decider. The record of the fact whether or not
the simulated engine sounds was generated upon an accident or the
like may constitute a circumstantial evidence. According to more
detailed design, the vehicle further comprises manually setting
unit, wherein the decider is arranged to make the decision in
response to the manually setting unit. In this case, the feature of
recording the decision into event data recorder unit may have a
driver who sets the non-generation of the simulated engine sounds
on his or her responsibility become more careful in driving the
vehicle under such setting.
[0017] According to another detailed design, the vehicle further
comprises a manually setting unit, wherein the decider is arranged
to normally make the decision in response to the manually setting
unit and to have the sound generator generate the simulated engine
sounds under a predetermined condition regardless of the manually
setting unit. In this detailed design, a driver can manually set
the non-generation of the simulated engine sounds on his own
decision to normally prefer silent travel while the simulated
engine sounds can be automatically and forcibly generated upon
necessity such as on an occasion of appearance of a pedestrian.
[0018] According to still another detailed design, the controller
is arranged to make a peak of the level of the simulated engine
sounds by softly increasing and then decreasing the simulated
engine sounds. In this manner of control, pedestrians may naturally
and more clearly notice the simulated engine sounds. In more
detailed design, the vehicle further comprises an operating portion
for operation of one of a brake and an accelerator, wherein the
controller in arranged to make the peak in response to the
operation at the operating portion. This detailed design is
advantages for a driver to naturally and courteously notice the
pedestrians of the existence of vehicle with the simulated engine
sounds at a crawl in a narrow road filled by pedestrians.
[0019] According to another detailed design, the vehicle further
comprises a gasoline engine for driving the vehicle, wherein the
controller is arranged to set the level of the simulated engine
sounds to one of a level greater than the real gasoline engine
sounds, a level substantially equal to the real gasoline engine
sounds and a level less than the real gasoline engine sounds.
According to the design that the level of the simulated engine
sounds is greater than the real gasoline engine sounds, pedestrians
under foul weather or the like where high environmental noise is
assumed can more easily hear the approach of the vehicle than in
the case the real engine sounds generation. On the other hand,
according to the design that the level of the simulated engine
sounds is substantially equal to the real gasoline engine sounds, a
seamless transition between the real engine sounds and the
simulated engine sounds is possible. In this instance, a simulated
engine sound preparation by means of sampling and recording the
real engine sounds of own vehicle is advantageous. Further,
according to the design that the level of the simulated engine
sounds is less than the real gasoline engine sounds, a suitable
simulated engine sounds generation is possible under such an
environment that the real engine sounds are too much, but mere tire
noise may be drowned out by the environmental noise.
[0020] In another detailed design according to the above preferred
embodiment, a vehicle capable of low noise runs is proposed, the
vehicle comprising an electric motor for driving the vehicle, a
sound generator arranged to generate simulated engine sounds
outside the vehicle for pedestrians to hear the vehicle including a
plurality of generating portions, an operating portion for
operation of the vehicle, and a controller arranged to change the
balance among the levels of the simulated engine sounds from the
plurality of generating portions in response to the operation at
the operating portion. According to this feature, pedestrians
especially involved in the in movement of the vehicle effectively
hear the approach or presence of the vehicle. In more detail, the
controller is arranged to change one of the balances of the
simulated engine sounds between the front and the rear of the
vehicle and between the right and the left of the vehicle. In the
case of controlling balance of simulated engine sound level between
the front and the rear of the vehicle, the front side level is
increased upon forward travel of the vehicle while the rear side
level is increased upon reverse travel, the control being in
response to the operation of select lever, for example. On the
other hand, in the case of controlling balance of simulated engine
sound level between the right and the left of the vehicle, the
right side level is increased upon right turn of the vehicle while
the left side level is increased upon left turn, the control being
in response to the operation of blinker lever, for example.
[0021] In another detailed design according to the above preferred
embodiment, a vehicle capable of low noise runs is proposed, the
vehicle comprising an electric motor for driving the vehicle, a
sound generator arranged to generate simulated engine sounds
outside the vehicle for pedestrians to hear the vehicle, a decider
arranged to decide whether or not to have the sound generator
generate the simulated engine sounds, and a visual indicator
arranged to inform the driver inside the vehicle of the decision by
the decider. The indication of the decision inside the vehicle
where quietness is kept against outside noise is an effective help
for the driver to become aware of the simulated engine sounds
generation for avoiding such an inconsistency that the driver gets
a false idea of no generation of the simulated engine sounds though
the pedestrian actually hears the simulated engine sounds, or vice
versa.
[0022] Other features, elements, arrangements, steps,
characteristics and advantages according to this invention will be
readily understood from the detailed description of the preferred
embodiments in conjunction with the accompanying drawings.
[0023] The above description should not be deemed to limit the
scope of this invention, which should be properly determined on the
basis of the attached claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0024] FIG. 1 is a block diagram showing a vehicle with a simulated
engine sound generator according to an embodiment of this
invention.
[0025] FIG. 2 is a flowchart showing the function carried out by
vehicle controller of the embodiment in FIG. 1.
[0026] FIG. 3 is a flowchart showing the detailed function of the
engine sounds generation process during run in step S22 in FIG.
2.
[0027] FIG. 4 is a flowchart showing the detailed function of the
motor run process in step S36 in FIG. 2.
[0028] FIG. 5 is a flowchart showing the detailed function of the
simulated engine sounds generation process in steps S18 and S22 in
FIG. 2, step S62 and step S104 in FIG. 4.
[0029] FIG. 6 is a flowchart showing the detailed function of the
volume modification process in steps S138 in FIG. 5.
[0030] FIG. 7 is a flowchart showing the detailed function of the
simulated engine sounds indication process in steps S16 in FIG. 2,
S60 in FIGS. 3 and S102 in FIG. 4.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0031] FIG. 1 is a block diagram showing a vehicle with a simulated
engine sound generator according to an embodiment of this
invention. Vehicle 2 is shown as a so-called hybrid car powered by
both a gasoline engine and electric motor. Vehicle 2 includes
vehicle controller 4 having computer for controlling vehicle
function unit 8 in response to operating portion 6 including brake
1, accelerator 3, steering wheel 5, select lever 7 for the
automatic transmission, which are to be operated by a driver. The
functions of vehicle controller 4 are carried out in accordance
with software stored in memory 10. Memory 10 further stores various
temporary data necessary for controlling entire vehicle 2 as well
as various information gotten inside or outside vehicle 2.
Operating portion 6 further includes various supplementary members
for operating additional functions, such as blinker lever 9 for
operating blinkers.
[0032] Vehicle controller 4 further controls display 12 for graphic
use interface (GUI) in cooperation with setting unit 14 and for
indication of the result of control or calculation. Setting unit 14
includes a switch for selecting between the standard hybrid running
mode and a forcible electric running mode. The forcible electric
running mode is for solely using electric motor regardless of the
running condition as in an electric car, in constant to the
standard hybrid running mode in which the gasoline engine and
electric motor are automatically interchanged depending on the
running condition. Such the forcible electric running mode is
advantageously set for realizing a silent running without fail in a
late-night residential area. As will be mentioned later in detail,
vehicle 2 is designed to generate simulated engine sound with
vehicle driven by the electric motor in the standard hybrid running
mode. According to a feature of this invention, the simulated
engine sound is automatically inhibited with vehicle 2 set into the
forcible electric running mode at bottom. In this regard, however,
the inhibited simulated engine sound is forcibly restored even in
the forcible electric running mode if vehicle 2 detects a person at
a short distance or vehicle 2 approaches a crossing or the like
where a person may exist in a relatively high provability.
[0033] Vehicle controller 4 includes clock 16, the clock time of
which is utilized in various functions. For example, according to a
feature of this invention, the volume of the simulated engine
sounds is automatically increased in daytime so that pedestrians
may easily hear the approach of vehicle 2 under presumed high
environmental noise. On the other hand, the volume of the simulated
engine sounds is automatically decreased in late-night time to a
level less than that of a real engine noise so as to avoid
unnecessary sound generation which may otherwise harm the presumed
silent environment. The clock time of clock 16 utilize in the above
sound volume control or the like is often and automatically set
right by means of ratio wave time information outside.
[0034] Global positioning system (GPS) unit 18 receives the
absolute position information of vehicle 2 including latitude,
longitude and altitude from the satellite and the nearest broadcast
station according to GPS, which information being sent to vehicle
controller 4. Vehicle navigation system unit 20 processes the
absolute position information coming from GPS unit 18 by way of
vehicle controller 4 to indicate the position of vehicle 2 on map
22 in display 12. The information from vehicle navigation system 20
is utilized to automatically control the generation of the
simulated engine sounds in such a manner that the simulated engine
sounds are automatically generated in a residential roads area or
the like where pedestrians may exist in a high probability, while
the simulated engine sounds are automatically muted on highway or
the like where pedestrians may not exist in a high probability.
Especially, on a road without sidewalk or a narrow road without
center divider, the simulated engine sounds are automatically
generated in the highest priority. The types of areas with or
without the simulated engine sounds generation are distinguishable
from each other by different colors in map 22, which informs the
driver of whether vehicle 2 is currently running with or without
the simulated engine sounds generated.
[0035] Vehicle 2 is also provided with short-range wireless
communicator 24 capable of communicating with wireless
communications installed in various equipment or machine on a road,
such as traffic light or a sign for crosswalk, located at places
where pedestrians may cross the road. Thus, vehicle 2 can
automatically begin generating the simulated engine sounds when
wireless communicator 24 comes to receive signal form one of the
traffic lights or signs by means of approaching it, and also
automatically stop generating the unnecessary simulated engine
sounds when wireless communicator 24 can no more receive signal
form the traffic light or the sign by means of leaving it. In place
of or in addition to short-range wireless communicator 24, the
information from vehicle navigation system 20 is further utilizable
to automatically control the above mentioned generation of the
simulated engine sounds at places where pedestrians may cross the
road since the information from vehicle navigation system 20
includes the locations of the traffic lights or crosswalks.
[0036] Electronic toll system (ETC) unit 26 receives at toll gate
or the like the information of the motorway toll for storage in
memory 10 by way of vehicle controller 4. The location information
from vehicle navigation system unit 20, or the information of
possible existence of pedestrians from short-range wireless
communicator 24, or the information of going into or out of a toll
highway form ETC unit 26, or one of various combinations thereof is
utilizable to automatically control the generation of the simulated
engine sounds in accordance with the area in which vehicle 2 is
running. For example, the simulated engine sounds are automatically
generated on a residential road or local road outside a toll
highway where pedestrians may exist in a high probability, while
the simulated engine sounds are automatically muted in an area
where pedestrians may not exist in a high probability.
[0037] Vehicle function unit 8 includes gasoline engine 30 and
electric motor 32 for generating power to be transmitted to drive
mechanism 28 having transmission and wheels. Fuel flow meter 34
measures fuel flow injected into gasoline engine 30 through
injection valve to inform vehicle controller 4 of the measured fuel
flow. Odometer 36 calculates the run of vehicle 2 by multiplying
the known diameter of the wheel in drive mechanism 28 by the number
of rotations thereof to inform vehicle controller 4 of the
calculated run. Thus, vehicle controller 4 calculates the flash
fuel cost on the basis of the fuel flow and the run to indicate it
at flash fuel cost area 38 in display 12. Vehicle controller 4
further calculate average fuel cost on the basis of the flash fuel
cost to indicate the results in display 12 at fuel cost area
38.
[0038] Display 12 further includes speedometer area 42 for
indicating the speed of vehicle 2 in accordance with the
information from drive mechanism 28 by way of vehicle controller 4.
The color for indicating the speed in speedometer area 42 is
designed to differ between conditions with and without generation
of the simulated engine sounds to inform the driver of whether or
not the simulated engine sounds are actually generated. Thus, the
driver is capable of sharing the fact of the simulated engine
sounds generation with the pedestrians outside since the simulated
engine sounds is hardly audible within vehicle 2. Display 12 also
includes select lever indicator are 40 for indicating one of select
lever positions, "P", "R", "N", "D", and "L".
[0039] The followings are explanation for the details of how to
generate the simulated engine sounds. Outside microphone 44 is to
pick up sounds outside vehicle 2 for dual purposes. The first
purpose or function of outside microphone 44 is to sample own
engine sounds of vehicle 2 by mean of practicing dummy runs with
gasoline engine 30 under various running conditions prior to the
shipping, the sampled engine sounds being transmitted to vehicle
controller 4 for recordation. Thus, the simulated engine sounds in
this case are created based on own real engine of vehicle 2. This
realizes a seamless transition between the real engine sounds and
the simulated engine sounds since the origin of sounds are both the
same. In taking the simulated engine sounds, the starting-up and
low speed running in the dummy runs are forcibly carried out by
gasoline engine 30 even in the standard hybrid running mode setting
in which the starting-up and low speed running are normally carried
out by electric motor 32.
[0040] Vehicle controller 4 controls sound memory 46 to record the
engine sounds picked up by outside microphone 24 in relationship to
the information of operating condition of accelerator 3 and the
fuel flow detected by fuel flow meter 34 at the time of sampling
the engine sounds. Accordingly, sound memory 46 records a
correlation table of engine sound data 48 and its volume changing
pattern data 50 in relation to the information of operating
condition of accelerator 3 and the fuel flow detected by fuel flow
meter 34 for various running conditions. Sound memory 46 further
stores ultrasonic sound data 52 for guide dog. The ultra sonic
sound is to be generated in the motor running condition in place of
the simulated engine sounds to inform a guide dog of the approach
of vehicle 2 in the late-night residential area, where engine noise
is harmful.
[0041] The second purpose or function of outside microphone 44 is
to pick up environmental noise during actual run by electric motor
32 to automatically control the volume of the simulated engine
sounds in accordance with the environmental noise. The automatic
control of the volume is carried out in such a manner that the
volume of the simulated engine sounds is increased to a level
greater that that of real engine sounds in the case of
environmental noise over a first limit so that pedestrians may
easily hear the approach of vehicle 2. On the other hand, the
volume of the simulated engine sounds is decreased to a level less
that that of real engine sound in the case of environmental noise
less than a second limit so as to avoid unnecessary sound
generation which may otherwise harm the silent environment.
[0042] Outside speaker 54 includes front speaker unit 56 for
forward travel and rear speaker unit 58 for reverse travel, the
volume balance of simulated engine sounds being so controlled that
the volume of one of front speaker unit 56 and rear speaker unit 58
is greater than that of the other in accordance with the traveling
direction of vehicle 2 controlled by the operation of select lever
7. Outside speaker 54 further includes right speaker unit 60 and
left speaker unit 62, the volume balance of simulated engine sounds
being so controlled that the volume of one of right speaker unit 60
and left speaker unit 62 is greater than that of the other in
response to the operation of blinker lever 9 indicating the turning
direction of vehicle 2. Thus, pedestrians to be approached by
vehicle 2 may easily hear the simulated engine sounds, while
pedestrians to be left by vehicle 2 may not be suffered from
unnecessary simulated engine sounds.
[0043] Motion sensor 64 is for detecting the existence of
pedestrians by their motions to automatically generate the
simulated engine sounds so that the pedestrians may notice the
approach of vehicle 2. On the other hand, unnecessary simulated
engine sounds are not generated if motion sensor 64 does not detect
any pedestrian around vehicle 2. Upon generation of the simulated
engine sounds in response to motion sensor 64, the volume of the
simulated engine sounds is softly increased from zero level not to
astonish the pedestrians with simulated engine sounds otherwise
generated suddenly in the vicinity. Weather sensor 66 is for
detecting rain drops on vehicle 2 or low barometric pressure to
automatically increase the volume of the simulated engine sounds to
a level greater than that of the real engine sounds under foul
weather so that pedestrians possibly putting up their umbrellas may
easily hear the approach of vehicle 2 under presumed high
environmental noise caused by rain or wind. On the other hand, the
volume of the simulated engine sounds is automatically decreased in
fine weather so as to avoid unnecessary loud simulated engine
sounds generated.
[0044] Event data recorder unit (EDR) 68 is for recording various
events relating to the travel of vehicle 2 including front and rear
road images captured by camera unit 70. EDR unit 68 is arranged to
further record the operations at operating portion 6 and the
settings at setting unit 14 by the driver on its responsibility.
Accordingly, such a condition is to be recorded on EDR 68 that
vehicle 2 is running in the forcible electric running mode in which
the simulated engine sound is automatically inhibited. Such a
record may constitute a circumstantial evidence if an accident will
unfortunately occur due to an injured person unable to notice a
silent approach of vehicle 2. Thus, a driver who sets the forcible
electric running mode becomes more careful in driving under such
setting.
[0045] The image captured by camera unit 70 is processed to detect
an existence of a pedestrian putting up umbrella to automatically
increase the volume of the simulated engine sounds to a relatively
high level so that the pedestrian may easily hear the approach of
vehicle 2 under high noise caused by rain drops on his or her
umbrella. On the other hand, the volume of the simulated engine
sounds is not so increased if no pedestrian putting up umbrella is
detected through processing the image from camera unit 70. This
automatic volume control in response to the detection of a
pedestrian actually putting up umbrella can be combined with the
automatic volume control in response to weather sensor 66 explained
above.
[0046] For the purpose of polite notice in shopping area or the
like in which narrow roads are crowded with pedestrians, vehicle 2
is arranged to generate the simulated engine sounds with its volume
changed in accordance with natural and soft wave pattern in
response to frequent repetitions between operations of brake 1 and
accelerator 3, which are ordinarily and naturally experienced when
going at a crawl. The above waveform pattern of changing the volume
of the simulated engine sounds is a copy of the change in volume of
real engine sounds upon crawl which are the natural result of the
above mentioned frequent repetitions between brake and accelerator
operations. Thus, warm coexistence of both vehicles and pedestrians
in shopping area or the like is realized with unpleasant horn or
factitious electric melody notice avoided.
[0047] FIG. 2 is a flowchart showing the function carried out by
vehicle controller 4 of the embodiment in FIG. 1. Vehicle
controller 4 is basically a computer, the flowchart in FIG. 2
showing the function of the computer. The flowchart starts when
vehicle 2 becomes into a condition for ready to run. The condition
for ready to run includes the actually running condition. In
detail, the flow starts with the electric switch for ready to run
turned from the off position to the on position. If the flow
starts, a process for initial check of vehicle function unit 8 is
carried out. The initial check process in step S2 includes a visual
indication and audio announce of the result of the check.
[0048] Next in step S4, it is checked whether or not the sampling
of real engine sounds are completed to get the simulated engine
sounds. If not, the flow goes to step S6 to automatically set
vehicle 2 into the forcible engine running mode for dummy runs, in
which sole gasoline engine 30 is made active with electric motor
not used during idling as well as all running condition including
low speed running Thus, real engine sounds are to be generated in
dummy runs for sampling. Then, the flow advances to engine sounds
sampling process in step S8, in which various running conditions
beginning with the starting of the gasoline engine 30 are directed
in accordance with a predetermined program stored in memory 10 to
successively cause various engine sounds corresponding to each
running condition and transitions between the running conditions.
The engine sounds thus generated are successively sampled and
stored in sound memory 46 as engine sound data 48 for various
running conditions and volume changing pattern data 50 into a
correlation table in relation with the information of operating
condition of accelerator 3 and the fuel flow detected by fuel flow
meter 34. Upon completion of step S8, the flow goes back to step S4
to check again whether or not the sampling of real engine sounds
are completed. The loop of steps S2 to S8 is repeated as long as
engine sounds sampling is incomplete, during which the standard
hybrid running is inhibited.
[0049] On the other hand, if it is determined in step S4 that the
sampling of real engine sounds had just been completed or vehicle 2
is in the standard hybrid running mode with the sampling of real
engine sounds completed, the flow advances to step S10. Since the
engine sounds sampling process in step S8 has normally been
completed prior to the shipping, the flow in FIG. 2 goes form step
S4 directly to step S10 if the flow is stated by an ordinary owner
of vehicle 2 with the electric switch for ready to run turned from
the off position to the on position.
[0050] In step S10 it is checked whether or not the forcible motor
running mode is set. If not, the flow goes to step S12 to
automatically set the standard hybrid running mode. The flow then
goes to step S14 to check whether or not motion sensor 64 detects
any pedestrian exists in the vicinity of vehicle 2. If any, the
flow advances to step S16 to carry out engine sounds indication
process, in which the fact of generating the simulated engine
sounds is indicated within vehicle 2 so that the driver inside
vehicle 2 may know the generation of the simulated engine sounds
outside, the details of the engine sound indication process being
explained later. Next in step S18, engine sounds generation process
is carried out to go to step S20, the details of the engine sound
indication process in step S18 being also explained later. Thus,
even in a condition that vehicle 2 is stopped, the simulated engine
sounds of starting up or idling are generated as in the case of
gasoline engine vehicle if motion sensor 64 detects a pedestrian in
the vicinity of vehicle 2.
[0051] In step S20, it is checked whether or not a start operation
to run. If the start operation is detected in step S20, the flow
going to the engine sounds generation process during run in step
S22, the details of the engine sound indication process being
explained later. If the engine sounds generation process during run
in step S22 has been completed, the flow goes to step S24 to check
whether or not vehicle 2 stops in response to the operation by
brake 1. If not, the flow goes back to step S22 to repeat steps S22
and S24 unless vehicle 2 stops, the simulated engine sounds
generation continuing during the repetition.
[0052] On the other hand, if it is detected in step S24 that
vehicle 2 stops in response to the operation by brake 1, the flow
goes to step S26 to check whether or not the electric switch for
ready to run is turned from the on position to the off position. If
the switch off is detected in step S26, the flow goes to the end.
By the way, if it is determined in step S14 that motion sensor 64
detects no pedestrian exists in the vicinity of vehicle 2, the flow
goes to step S28 to inhibit generation of the simulated engine
sounds. Further in step S30, the driver is informed by an
indication within vehicle 2 of the fact hat no simulated engine
sound is generated outside vehicle 2, the flow then going to step
S20. Thus, the simulated engine sounds are not generated with no
pedestrian existing in the vicinity of vehicle 2 even when the
electric switch for ready to run is turned from the off position to
the on position, which takes over such an advantage of conventional
hybrid vehicles that no engine sound arises during idling or low
speed running to keep environmental silence.
[0053] If it is detected in step S10 that the forcible motor
running mode is set, the flow goes step S32 to inhibit generation
of the simulated engine sounds. Further in step S34, the driver is
informed by an indication within vehicle 2 of the fact that no
simulated engine sound is generated outside vehicle 2, the flow
then going to step S36. In step S36, motor run process is forcibly
carried out to realize motor run from start up till stopping of
vehicle 2, the details of which will be explained later. If the
motor run process in step S36 has been completed, the flow goes to
step S26. Thus, the simulated engine sounds are not generated in
principle with the forcible motor running mode set except for a
case of necessity for keeping safety.
[0054] If no start operation is detected in step S20, the flow goes
back to step S10 to deal with a possible change in operation to set
the forcible motor running mode in idling state. The loop of steps
S10 to S20 and steps S28 and S30 is repeated as long as the
forcible motor running mode is not set. Thus, it is automatically
decided to or not to generate the simulated engine sounds in
response to the change in detection of pedestrians by motion sensor
64 in step S14 during the repetition of the loop. In other words,
if the sensed pedestrian comes off vehicle 2 with the simulated
engine sounds generated, the generation is automatically stopped to
get back to silence. On the other hand, if a pedestrian approaches
vehicle 2 with no simulated engine sound generated, the simulated
engine sounds are automatically start to be generated. In this
case, the volume of the simulated engine sounds is softly and
naturally increased from zero level not to astonish the sensed
pedestrian, the volume control in this manner being explained later
in more detail. By the way, if it is not detected in step S26 that
the electric switch for ready to run is turned from the on position
to the off position, the flow returns to step S10 to repeat the
loop of steps S10 to S36 for dealing with various changes in
situation or setting.
[0055] FIG. 3 is a flowchart showing the detailed function of the
engine sounds generation process during run in step S22 in FIG. 2.
If the flowchart starts, it is checked in step S42 whether or not
the forcible motor running mode is set. If the forcible motor
running mode setting is detected in step S42, the flow goes to step
S32 in FIG. 2. Thus, the change in setting to the forcible motor
running mode is possible during run. On the other hand, if it is
not detected in step S42 that the forcible motor running mode is
set, the flow goes to step S44 to check whether or not vehicle 2 is
running by gasoline engine. If not, the flow goes to step S46 to
check whether or not vehicle 2 is running on toll highway. If not,
the flow further goes to step S48 to check whether or not motion
sensor 64 detects any pedestrian. If not, the flow further goes to
step S50 to check on clock 16 whether or not it is in late-night
time zone in which silence is required, e.g., 22:00 to 5:00. If in
late-night time zone, the flow goes from step S50 to S52 to check
on outside microphone 44 whether or not environmental noise is less
than a limit considered to be silence.
[0056] If it is determined in step S50 that it is not in late-night
time zone, the flow advances to step S54. Further, if it is
determined in step S52 that environmental noise is greater than the
limit, the flow advances to step S54. The steps led by step S54 are
for deciding whether or not to generate the simulated engine sounds
on a probability of existence of pedestrians. Initially in step
S54, it is checked whether or not vehicle 2 is on a narrow road
without center divider for example in accordance with the
information form vehicle navigation system unit 20. If not, the
flow goes to step S56 to check whether or not vehicle 2 is running
on a road without sidewalk also in accordance with the information
form vehicle navigation system unit 20. If not, the flow further
goes to step S58 to check whether or not vehicle 2 is approaching a
crosswalk in accordance with information from vehicle navigation
system unit 20 or short-range wireless communicator 24, or
combination of those information. If it is determined in step S58
that vehicle 2 is approaching a crosswalk, the flow goes to step
S60 to carry out engine sounds indication process, which is similar
to the process in step S16 in FIG. 2.
[0057] On the other hand, if it is determined in step S48 that
motion sensor 64 detects any pedestrian, the flow directly goes to
step S60. Further, if it is determined in step S54 that vehicle 2
is on a narrow road, the flow directly goes to step S60. Still
further, if it is determined in step S56 that vehicle 2 is running
on a road without sidewalk, the flow directly goes to step S60.
Following step S60, engine sound generation process is carried out
in step S62, which is similar to the process in step S18 in FIG. 2,
the flow then going to step S64.
[0058] If it is determined in step S44 that vehicle 2 is running by
gasoline engine, the flow goes to step 66 to inhibit the ultrasonic
sound for informing guide dog of the approach of vehicle 2. The
flow further goes to step 68 to inhibit the simulated engine
sounds. Further in step S70, the driver is informed by an
indication within vehicle 2 of the fact hat no simulated engine
sound is generated outside vehicle 2, the flow then going to step
S64. Thus, the ultrasonic sound and the simulated engine sounds are
inhibited when vehicle 2 is running by real gasoline engine 30
since they are redundant in the condition that real engine sounds
are generated. However, such a modification is possible that the
ultrasonic sound and the simulated engine sounds are not inhibited
but are added to real engine sounds with volume higher that that of
the real engine sound in the condition that the environmental noise
is greater than a limit, or weather is foul, or a pedestrian puts
up an umbrella, or the like where high noise possibly drowning out
the real engine sounds are expected. The generation of the
ultrasonic sound and the simulated engine sounds with high volume
in the above conditions can be possible in the similar manner in
the flow in FIG. 5 explained later.
[0059] Similarly, if it is determined in step S46 that vehicle 2 is
running on toll highway, the flow goes to the steps led by step 66
to inhibit the ultrasonic sound and the simulated engine sounds
with the driver within vehicle 2 informed of the inhibition, the
flow then going to step S64. Thus, the ultrasonic sound and the
simulated engine sounds are inhibited when vehicle 2 is running on
toll highway where no pedestrian is expected. The inhibition is
reasonable in toll highway in that the simulated engine sounds may
otherwise be meaninglessly and rather harmfully generated upon
traffic jam in toll high way since gasoline engine 30 will be
automatically switched into the silent electric motor 32 when the
speed of vehicle 2 is lowered due to the traffic jam.
[0060] If the late-night is determined in step S50 and the low
environmental noise is successively determined in step S52, The
flow goes to step S72 to determine whether or not vehicle 2 is in
the residential are in response to the information form vehicle
navigation system unit 20. If it is determined in step S72 that
vehicle 2 is running in residential area, the flow goes to step 66
to inhibit generation of ultrasonic sound prior to going to step
S68. This is because that many pet dogs are expected to belong to
residential area homes whereas it may be very rare that a
pedestrian with a guide dog is in the street at late-night. So, it
is reasonable to inhibit the ultrasonic sound in residential area
at late-night not to irritate the pet dogs to tongue with
meaningless ultrasonic sound. Next in step S68, the generation of
simulated engine sounds is inhibited with the driver within vehicle
2 informed of the inhibition in step S70, the flow then going to
step S64. This is because that the simulated engine sounds may
merely destroy the advantage of hybrid vehicle 2 capable of silent
run with electric motor 32 in spite of the low possibility of
pedestrian in the late-night residential area street. Even if any
pedestrian in the street, he or she is expected to notice the
approach of vehicle 2 with its tire noise or the like in the
silence of residential area at late-night.
[0061] On the other hand, if residential is not determined in step
S72, the flow goes to step S74 to generate the ultrasonic sound
prior to going to step S68 since it is less probable that a pet dog
belongs to a non-residential area than that a pedestrian with a
guide dog is in the street. Thus, even in such a case that the
simulated engine sounds are inhibited with silent late-night
environment taken into consideration, the generation under
permissible condition of ultrasonic sound audible for dogs and
harmless to human ears is advantageous to avoid an accident at
crosswalk between a motor running silent vehicle and a pedestrian
with a guide dog.
[0062] In step S64, it is checked whether or not an operation to
stop vehicle 2 is made by brake 1. If such an operation is detected
in step S64, the flow goes to the end to advance to step S24 in
FIG. 2. On the other hand, if such an operation is not detected in
step S64, the flow goes back to step S42 to repeat steps S42 to S74
unless the stop operation is detected in step S64.
[0063] FIG. 4 is a flowchart showing the detailed function of the
motor run process in step S36 in FIG. 2, in which motor run is
forcibly carried out from start up till stopping of vehicle 2. If
the flowchart starts, it is checked in step S82 whether or not
vehicle 2 is in one of the running condition or a condition with
the operation to run having been done. If vehicle 2 is not in any
of these conditions, the flow instantly goes to the send to advance
to step S26 in FIG. 2.
[0064] On the other hand, if it is determined in step S82 that
vehicle 2 is in one of the running condition or a condition with
the operation to run having been done, the flow goes to step S84 to
check whether or not motion sensor 64 detects any pedestrian exists
in the vicinity of vehicle 2. If not, the flow goes to step S86 to
check whether or not vehicle 2 is approaching a crosswalk in
accordance with information from vehicle navigation system unit 20
or short-range wireless communicator 24, or combination of those
information. If not, the flow goes to step S88 to check whether or
not frequent repetitions of alternating operations of brake 1 and
accelerator 3 are made. Such alternating operations are typically
experienced at a crawl in a narrow road filled by pedestrians. If
not, the flow goes to step S90.
[0065] The above steps S84 to S88 are for determining whether or
not vehicle 2 is in one of the conditions to exceptionally generate
the simulated engine sounds in spite of the forcible motor running
mode set with an intention to achieve a silent run. If vehicle 2 is
not any of such conditions, the flow goes to step S90 to inhibit
the simulated engine sounds generation. Further, in step S92, the
driver is informed by an indication within vehicle 2 of the fact
that no simulated engine sound is generated outside vehicle 2, the
flow then going to step S94.
[0066] In step S94, it is checked, whether or not vehicle 2 is in
the residential are in response to the information form vehicle
navigation system unit 20. If not, the flow goes to step S94 to
generate ultrasonic sound prior to going to step S98. On the other
hand, if the residential area is determined in step S94, the flow
goes to step S100 to inhibit generation of ultrasonic sound prior
to going to step S98. The meaning of the above steps S94, S96 and
S100 is similar to that of steps S72, S74 and S66. In other words,
even in such a case that the simulated engine sounds are inhibited
in accordance with the forcible motor running mode setting, the
generation under permissible condition of ultrasonic sound is
advantageous to avoid an accident at crosswalk between a motor
running vehicle and a pedestrian with a guide dog.
[0067] In step S98, it is directed to record on EDR unit 68 the
fact whether or not the simulated engine sounds and ultrasonic
sound are generated as well as various events which have occurred
during the run of vehicle 2. Accordingly, such a condition is to be
recorded on EDR 68 that vehicle 2 is running in the forcible
electric running mode in which the simulated engine sound is
inhibited. Such a record may constitute a circumstantial evidence
if an accident will unfortunately occur due to an injured person
unable to notice a silent approach of vehicle 2. Thus, as has been
previously mentioned, a driver who sets the forcible electric
running mode becomes more careful in driving under such
setting.
[0068] On the other hand, if pedestrian detection by motion sensor
64 is determined in step S84, or if an approach of vehicle 2 to a
crosswalk is determined in step S86, or if the frequent repetitions
of alternating brake 1 and accelerator operations are determined in
step S88, the flow goes to step S102 in every case. In step S102,
engine sounds indication process similar to step S60 in FIG. 3 is
carried out. Further, in step S104, engine sounds generation
process similar to step S62 in FIG. 3 is carried out. The flow then
goes to step S98, in which it is directed to record on EDR unit 68
the fact of generating the simulated engine sounds in those
case.
[0069] Upon completion of the direction of EDR unit recording, the
flow goes to step S106 to check whether or not an operation to stop
vehicle 2 is made by brake 1. If such an operation is not detected
in step S106, the flow goes back to step S84 to repeat steps S84 to
S106 unless the stop operation is detected in step S106. On the
other hand, the stop operation is detected in step S106, the flow
goes to the end to advance to step S26 in FIG. 2.
[0070] According to the embodiment above, it should be noted that
the detection in one of steps S84 to S88 prevents the driver from
optionally inhibiting generation of the simulated engine sounds
even by setting the forcible motor running mode to basically seek
silent running. In other words, in such a case that the existence
of a pedestrian in the vicinity of vehicle 2 or the approach of
vehicle 2 to a crosswalk is detected, generation of the simulated
engine sounds is superior to the silent run by electric motor 32
for the purpose of keep safety of pedestrians. Further, it should
be also noted that the automatic change from inhibition to
generation of the simulated engine sounds in response to the
detection in step S88 of the repeated alternation of operations of
brake 1 and accelerator 3 is advantageous for pedestrians to easily
notice and get off vehicle 2 and also advantageous for vehicle 2 to
smoothly go ahead in a narrow street filled by pedestrians. The
various features disclosed in the flow of FIG. 4 are not only
applicable to hybrid vehicles, but also to electric vehicles having
no gasoline engine.
[0071] FIG. 5 is a flowchart showing the detailed function of the
simulated engine sounds generation process in steps S18 and S22 in
FIG. 2, step S62 and step S104 in FIG. 4. If the flowchart starts,
it is checked in step S112 whether or not the simulated engine
sounds are generated. If not, the flow goes to steps led by step
S114 for newly starting generation of the simulated engine sounds.
Firstly in step S114, the ultrasonic sound for guide dog is
inhibited. This is for such a case that the flow of FIG. 5 results
by way of step S74 in FIG. 3 or step S96 in FIG. 4, through which
the ultrasonic sound has started to be generated. Of course, if
ultrasonic is not generated, nothing functions in step S114.
[0072] Next in step S116, the simulated engine sounds start to be
generated in such a manner that the volume of them softly increased
from zero to the level of real engine sound. This is for copying
the start of real engine sound not to astonish people in the
vicinity of vehicle 2 with sudden and artificial emergence of the
simulated engine sounds. The desired natural rise of the simulated
engine sounds is controlled by the volume changing pattern data 50
of sound memory 46 in FIG. 1. Or, alternatively, the volume of the
initial rise can be controller by a more simplified pattern. Step
118 follows the initial rise of the simulated engine sounds
controlled by step S116. On the other hand, if it is determined in
step S112 that the simulated engine sounds have been already
generated, the flow directly goes to step S118.
[0073] In step S118, it checked whether or not any change in
operation made. If any change is detected in step S118, the flow
goes to step S120 to carry out the operation related volume or tone
changing process, in which engine sound data 48 is modified in
volume or tone by referring to a table in sound memory 46 showing
the relationship between the volume changing pattern 50 and the
related operation at operating portion 6, the flow then advancing
to step S122. On the other hand, if no change is detected in step
S118, the flow directly goes to step S122.
[0074] In step S122, it is checked whether or not the environmental
noise picked up by outside microphone 44 is over a predetermined
limit, which is so determined that pedestrians in the vicinity of
vehicle 2 hardly notice the approach of vehicle 2 unless the volume
is increased to a level greater than that of real engine sound. If
it is determined in step S122 that the environmental noise is less
that the limit, the flow goes to step S124 to check whether the
weather is foul by means of weather sensor 66 detecting rain drops
or low barometric pressure in which high environmental noise by
rain or wind is presumed. If a foul weather is not detected in step
S124, the flow goes to step S126 to check whether or not an
existence of a pedestrian putting up umbrella exists in the
vicinity of vehicle 2 by means of processing image captured by
camera unit 70. If no pedestrian with open umbrella is detected in
step S126, the flow goes to step S128.
[0075] In step S128, the date of clock 16 is utilized to check
whether or not it is in late-night time zone. If it is in
late-night, the flow goes to step S130 to check whether or not the
environmental noise picked up by outside microphone 44 is under a
predetermined limit, which is of a so quiet level that the real
engine sounds is considered to be harmful. If not, the flow goes to
step S132. In this case, the simulated engine sounds of a standard
volume which is comparable to that of the real gasoline engine will
not harm the acoustic environment. Thus, it is checked in step S132
whether or not the current simulated engine sounds is of the
standard volume. If not, the flow goes to step S134 to softly
adjust the volume from the high or low volume to the standard
volume prior to going to step S136. On the other hand, if it is
determined in step S132 that the current simulated engine sounds is
of the standard volume, the flow directly goes to step S136.
[0076] On the contrary, if it is determined in step S122 that the
environmental noise is over the limit, the flow goes to step S140
to check whether or not the current simulated engine sounds is of
the high volume. If not, the flow goes to step S142 to softly
increase the volume from the standard or low volume to the high
volume prior to going to step S136, the high volume being greater
that that of the real gasoline engine sounds. On the other hand, if
it is determined in step S140 that the current simulated engine
sounds is of the high volume, the flow directly goes to step S136.
Further, if the foul whether is detected in step S124 or a
pedestrian with open umbrella is detected in step S126, the flow
goes to step S140 to carry out the similar control to attain the
high volume.
[0077] On the other hand, if it is determined in step S130 that the
environmental noise at late-night is under the limit, the flow goes
to step S144 to check whether or not the current simulated engine
sounds is of the low volume. If not, the flow goes to step S146 to
softly lower the volume from the standard or high volume to the low
volume prior to going to step S136, the low volume being less that
that of the real gasoline engine sounds. On the other hand, if it
is determined in step S144 that the current simulated engine sounds
is of the low volume, the flow directly goes to step S136. The
limit for step S130 is higher than the limit for step S52 in FIG.
3. In other words, the simulated engine sounds are generated in
permissibly low volume with environmental noise under the limit for
step S130 in contrast to that the simulated engine sounds are not
generated at all with environmental noise under the limit for step
S52. This means the limit for step S130 is of a level in which such
environmental noise exists as to drown out tire noise. Thus, the
simulated engine sounds in the lower volume is necessary under the
limit for step S130 for pedestrians to hear vehicle 2 approaching
them.
[0078] In step S136, it is checked whether or not a predetermined
operation is done, such as one of an operation of select lever 7
for reverse travel, an operation of blinker lever 9 and an
alternating operations of brake 1 and accelerator 3. If one of such
predetermined operations is detected in step 136, the flow goes to
step S138 for carrying out the volume modification process, in
which volume of the simulated engine sounds are modified to copy
the change in volume of the real gasoline engine peculiar to the
predetermined operation, the flow then going to the end. On the
other hand, if none of the predetermined operations is detected in
step S136, the flow directly goes to the end. The detail of volume
modification process in step S138 is explained later. In FIG. 5,
the volume is changed among discrete three levels, such as low,
standard and high volumes. Alternatively, however, the number of
the levels may be increased to achieve more sensitive control, or
the volume may be continuously changed.
[0079] FIG. 6 is a flowchart showing the detailed function of the
volume modification process in steps S138 in FIG. 5. If the
flowchart starts, it is checked in step S152 whether or not an
operation of select lever 7 for reverse travel. If the reverse
travel operation is detected in step S152, the flow goes to step
S154 to softly increase the volume of rear speaker unit 58 relative
to that of front speaker unit 56 to change the volume balance
between the two speakers. This is for effectively notifying
pedestrians behind vehicle 2 of the rear travel thereof. In the
case of the forward travel, on the contrary, the volume valance is
so set that the volume of front speaker unit 56 is greater that
that rear speaker unit 58. In other words, the volume of rear
speaker unit 58 is lowered or muted in the case of the forward
travel. The flow then goes form step S154 to step S156. On the
other hand, if the select lever operation for reverse travel is not
detected in step S152, the flow directly goes step S156.
[0080] In step S156, it is checked whether or not an operation of
blinker lever 9 for right turn. If such a right blinker operation
is detected in step S156, the flow goes to step S158 to softly
increase the volume of right speaker unit 60 relative to that of
left speaker unit 62 to change the volume balance between the two
speakers. This is for effectively notifying pedestrians on the
right side of vehicle 2 of the right turn thereof. In the case of
the straight travel, on the contrary, the volume valance is so set
that the volume of right speaker unit 60 is equal to that that left
speaker unit 62. Or alternatively, both the right speaker unit 60
and left speaker unit 62 are muted in the case of straight travel.
The flow then goes form step S158 to step S160. On the other hand,
if the blinker lever operation for right turn is not detected in
step S156, the flow directly goes step S160.
[0081] In step S160, it is checked whether or not an operation of
blinker lever 9 for left turn. If such a left blinker operation is
detected in step S160, the flow goes to step S162 to softly
increase the volume of left speaker unit 62 relative to that of
right speaker unit 60 to change the volume balance between the two
speakers. Similarly to the case of right turn, this is for
effectively notifying pedestrians on the left side of vehicle 2 of
the left turn thereof, the flow then going to step S164. On the
other hand, if the blinker lever operation for left turn is not
detected in step S160, the flow directly goes step S164. The
functions of changing the volume balance between speaker units
carried out in steps S156 to S162 are useful not only for the
purpose of right or left turn, but also for the purpose of
selectively notifying pedestrians on the right-front or left-front
of vehicle 2 of the approach thereof in the case of the straight
travel. In such a case, the balance change may be caused by a
special switch independent from blinker lever 9 for the purpose of
avoiding confusion.
[0082] In step S164, it is checked whether or not frequent
repetitions of alternating operations of brake 1 and accelerator 3
are made. The check in step S164 is achieved by firstly detecting
the successive operations of brake 1 and accelerator 3 made within
a short period and by secondly confirming that it is within a time
frame from the last detected operation. In other words, if a time
has past over the time frame with no further detection of the
operation of brake 1 and accelerator 3, step S164 determines that
the brake/accelerator repeated alternation has terminated. If it is
determined in step S164 that frequent repetitions of alternating
operations of brake 1 and accelerator 3 are now being made, the
flow goes to step S166 to check whether an operation of accelerator
3 is newly made within the time frame started from the last
detection. If not, the flow goes to step S168 to check whether an
operation of brake 1 is newly made within the time frame started
from the last detection. If not, the flow goes back to step S164 to
check again whether or not the time frame has past. Thus, steps
S164 to S168 are repeated unless a new operation of brake 1 or
accelerator 3 is detected within the time frame for waiting for the
new operation made.
[0083] If an operation of accelerator 3 is detected in step S166 or
an operation of brake 1 is detected in S168, the flow goes to step
S170 in any of the case for making a one-shot peak of volume by
softy increasing and then decreasing the volume once a detection of
the operation of brake 1 or accelerator 3 Step S170 may be modified
not to make a one-shot peak but to make a plurality of softly
repeating peaks for one detection of the operation of brake 1 or
accelerator 3. The flow then goes from step S170 to step S172. On
the other hand, if no frequent repetitions of alternating
operations of brake 1 and accelerator 3 is detected in step S164 at
all or it is determined in step S164 that no new operation is
detected within the time frame from the last detection, the flow
directly goes to step S172.
[0084] In step S172, it is checked whether or not the predetermined
operation causing the flow of FIG. 6 is ended. In other words, it
is checked in step S172 whether or not the operation of select
lever 7 for reverse travel or the operation of blinker lever 9 is
ended. Further, it is checked in step S172 whether or not the time
frame is over with no new operation detected since the last
detection. If it is not detected in step A172 that the
predetermined operation is ended in accordance with the above
manner, the flow goes back to step S152 to repeat steps S152 to
S172 unless the end of the predetermined operation is detected. By
means of the repetition, the volume of the simulated sounds change
in accordance with natural and soft wave pattern in response to
frequent repetitions between operations of brake 1 and accelerator
3. On the other hand, if it is detected in step A172 that the
predetermined operation is ended, the flow goes to step S174 to
softly reset engine volume balance to the normal condition for
straight forward travel, the flow then going to the end.
[0085] FIG. 7 is a flowchart showing the detailed function of the
simulated engine sounds indication process in steps S16 in FIG. 2,
S60 in FIGS. 3 and S102 in FIG. 4. If the flowchart starts, it is
checked in step S182 whether or not vehicle 2 is stopping. If
vehicle 2 is stopping, the flow goes to step 184 to direct select
lever indicator 40 to blink Select lever indicator 40 is for
indicating one of select lever positions, "P", "R", "N", "D", and
"L", on which the driver is assumed to have his or her eyes for
starting to drive vehicle 2. By means of the blinking of select
lever indicator 40, accordingly, the driver is naturally informed
of the fact that the simulated engine sounds are generated outside
vehicle 2. The flow then goes from step S184 to step S186. On the
other hand, if it is determined in step S182 that vehicle 2 is not
stopping, but running, the flow goes to step S185 to stop the
rather bothersome blink of select lever indicator 40, the flow then
going to step S186. Step S185 is for functioning in the moment of
starting vehicle 2 to cancel the blink once initiated in step S184
which functions only when vehicle 2 is stopping. In other words,
step S185 has no function if the flowchart of FIG. 7 is started
during vehicle 2 has already being running without blinking of
select lever 40.
[0086] In step S186, it is directed to change the color for
indication of speedometer 42, such as the color of indicating
needle or indicating digit. For example, the color of speedometer
indication is basically changed between gasoline engine running and
electric motor running. Further, the color of speedometer
indication upon electric motor running with the simulated engine
sounds is set to the same color as that of gasoline engine running
Thus, in the case of running with engine sounds, the color of
speedometer indication is the same, such as in orange color,
regardless of whether the sounds outside vehicle 2 are caused by
the real gasoline engine or by the simulated engines sounds
generator. On the contrary, in the case of silent running without
engine sounds, the color of speedometer indication is changed into
a clearly different one, such as green color. In the case of the
above example, it is directed in step S186 to change the color for
indication of speedometer 42 from green to orange.
[0087] In step S190 it is checked whether or not motion sensor 64
detects any pedestrian. If any pedestrian is detected, the flow
goes to step S192 to direct speedometer indication to blink. In the
case that a pedestrian exists in the vicinity of vehicle 2, it is
important for both the driver and the pedestrian to communicate
with each other by means of well sharing the fact that the
simulated engine sounds are generated outside vehicle 2. The blink
of speedometer indication is an effective help for the driver to
become aware of the simulated engine sounds generation for avoiding
such an inconsistency that the driver gets a false idea of no
generation of the simulated engine sounds though the pedestrian
actually hears the simulated engine sounds. The flow then goes from
step S192 to step S194. On the other hand, if no pedestrian is
detected in step S190, the flow directly goes to step S194.
[0088] In step S194 it is checked whether or not vehicle 2 is on a
narrow road. If not, the flow goes to step S196 to check whether or
not vehicle 2 is running on a road without sidewalk. If not, the
flow further goes to step S198 to check whether or not vehicle 2 is
approaching a crosswalk. If the approach to a crosswalk is detected
in step S198, the flow goes to step S200, in which it is generally
directed to change a partial color of the indication of the
detected special area on map 22 controlled by vehicle navigation
system 20, the flow then going to step S202. In the case of the
detection in step S198, the change in color is caused at crosswalk
area on map 22. Similarly, if it is determined in step S194 that
vehicle 2 is on a narrow road, or it is determined in step S196
that vehicle 2 is running on a road without sidewalk, the flow goes
to step S200 to direct the change in color of indication for the
detected corresponding area on map 22. Thus, if the generation of
simulated engine sounds is caused by a run in a special area, the
indication of the generation of simulated engine sounds is made on
map 22 controlled by vehicle navigation system 20. On the other
hand, if no approach to a crosswalk is detected in step S198, which
means that a run in a special area is not detected in any of steps
S198 to S198, the flow goes t step S202 with no indication for the
generation of the simulated engine sounds caused.
[0089] In step S202, it is checked whether or not an operation of
select lever 7 for reverse travel. If not, the flow goes to step
S204 to check whether or not an operation of blinker lever 9. If
not, the flow further goes to step S206 to check whether or not
frequent repetitions of alternating operations of brake 1 and
accelerator 3 are made. If the frequent repetitions of alternating
operations are detected, the flow goes to step S208, in which it is
generally directed to change color of relating operating portion
indication, the flow then going to step S210. In the case of the
detection in step S206, the change in color is caused with respect
to indication of brake 1. Similarly, if the operation of select
lever 7 for reverse travel is detected in step S202, or an
operation of blinker lever 9 is detected in step S204, the flow
goes to step S208 to direct the change in color of indication for
the detected corresponding operation. In other words, the color of
indicating select lever position, "R" is changed in the former
case, while the color of blinker indication is changed in the later
case. Thus, if the generation of simulated engine sounds is caused
in relation with an operation of vehicle 2, the indication of the
generation of simulated engine sounds is made at the indicating
portion originally prepared for indicating the related operation.
On the other hand, if no frequent repetition of alternating
operations of brake 1 and accelerator 3 is detected in step S206,
which means that no related operation is detected in any of steps
S202 to S206, the flow goes t step S210 with no indication for the
generation of the simulated engine sounds caused.
[0090] In step S210, it is directed to prepare for a direction to
reset the indication to a normal condition with no simulated engine
sounds generated, the flow then going to the end. Step S210 is
necessary for resetting the indication to the normal condition in
response to the direction to be made in step S30 in FIG. 2, or step
S70 in FIG. 3, or step S92 in FIG. 4. Namely, various indication
changes caused to inform the driver of the generation of the
simulated engine sounds are each cancelled to return to the normal
indicating condition in synchronism with the termination of the
simulated engine sounds in response to one of the above mentioned
directions.
[0091] The above mentioned various features according to this
invention are not only applicable to the disclosed embodiment, but
to any other embodiment which seeks warm and safe coexistence of
both vehicles and pedestrians in various situations with the
advantage of hybrid vehicles or electric vehicles capable of silent
run maintained as much as possible.
* * * * *