WO2026010572A1 - An in-wheel drive electric vehicle, a sound emission system and a method of operation thereof - Google Patents

Abstract

The invention according to the present disclosure relates to an in-wheel drive electric vehicle capable of directed sound emission and a method of operation thereof comprising at least two sound emitting direct drive mechanisms and a sound localisation unit capable of calculating and applying phase delays, amplitude modulation, frequency modulation and other relevant dependencies between at least two sounds emitted from the at least two direct drive mechanisms in a manner in which the maximum or minimum sound level is achieved towards a desired direction using the sum of both sounds emitted from the at least two direct drive mechanisms.

Description

AN IN-WHEEL DRIVE ELECTRIC VEHICLE, A SOUND EMISSION SYSTEM AND A

METHOD OF OPERATION THEREOF

1. Technical Field

The invention according to the present disclosure belongs to the field of electric vehicles and sound emission systems.

2. Background Art

There are several patents and patent applications concerned with electric vehicles and sound emission systems. Patent US10052969B2 describes a method for controlling a vehicle powertrain including an electric machine (e.g. electric motor) electrically connected to a power inverter, comprising the steps of determining the vehicle speed, determining the preferred audible sound to be generated by the vehicle powertrain, incorporating the preferred audible signal into the control signal for the power inverter, and controlling the power inverter to operate the electric machine employing the control signal and the preferred audible sound. The powertrain system includes multiple torque-generating devices including an internal combustion engine (engine) and first and second electrically-powered torque machines (electric machines), respectively, that are rotatably coupled to a gear train. The first and second electric machines are coupled to the gear train and are controllable to generate propulsion power that is transferred to the driveline as propulsion torque for the vehicle in response to an acceleration or braking request. The vehicle powertrain system is operated in an electric vehicle mode to generate propulsion torque. The propulsion torque is transmitted from the electric machine via a gear train to the vehicle wheels. The vehicle described in the patent US 10052969B2 includes an inverter, a powertrain, and a central motor (ICE or electric motor or a combination thereof) connected to a gear train (drive shaft, etc.). The powertrain comprises the central motor or a plurality of motors emitting sounds according to the control signal controlling the powertrain including injecting a current ripple into a direct (D)-axis current for a stator winding. The document does not specifically state the position of the electric machines, but it is known to those skilled in the art that the inverter and the electric machines coupled to a drive shaft are usually positioned in the engine compartment in the front or the back of the vehicle body, and are substantially enclosed by the vehicle body and/or chassis. The sound emission according to the invention described in the patent US10052969B2 can therefore occur from the parts of the powertrain placed in the engine compartment in the vehicle interior. Such sound emission can be problematic as the sound is radiated from within the engine compartment of the vehicle and thus the vehicle body acts as a sound barrier for the emitted sound. Lower sound levels can be achieved in the vehicle surroundings compared to having a sound-emitting source mounted on the vehicle body exterior.

The electric vehicle according to the present disclosure comprises at least two direct drive mechanisms where no drive shaft or gear transmission are parts of the electric vehicle, and the propulsion torque is generated in at least two in-wheel electric motors positioned in at least two wheels of the electric vehicle, said at least two in-wheel electric motors being a first in-wheel electric motor and a second in-wheel motor, respectively. The first in-wheel electric motor is positioned in the first wheel of the electric vehicle, and the second in-wheel motor is positioned in the second wheel of the electric vehicle. The at least two in-wheel electric motors are each controlled independently and the control signals for controlling said at least two in-wheel electric motors are generated independently. The independent production and control of at least two in-wheel motors allows for each of the at least two electric motors to emit a different sound and allows for a target phase delay, amplitude, and/or other relevant dependencies to occur between the at least two sounds emitted from the at least two in-wheel motors. The invention according to the present disclosure is an in-wheel drive electric vehicle sound emission system and a method of operation thereof comprising at least two direct drive mechanisms, an audio generator, and a sound localisation unit capable of controlling at least two emitted sounds from the at least two direct drive mechanisms in a manner as to maximise or minimise the sum of said at least two sounds at the target direction. In exemplary embodiments of the invention according to the present disclosure, the electric vehicle comprises more than two direct drive mechanisms and in such a case, the emitted sound can be localised at a target location. The sound localisation unit can generate a higher sound level at a target direction by way of adjusting the phase delay, amplitude, frequency, and other relevant dependencies between at least two sounds emitted from at least two in-wheel motors, and can therefore enable the desired maximum or minimum sound level to occur at the target direction or location.

Patent no. US8212505B2 describes an electric automobile motor, respectively with a first and a second component where a current flow through at least one of the first and a second component is modified causing the second component to move relative to the first component so that the motor vibrates at a desired frequency. The automobile includes a chassis, a body, four wheels, and an electronic control system. The body is arranged on the chassis and substantially encloses the other components of the automobile. The electric automobile motor is therefore substantially enclosed by the vehicle body and the torque is transmitted from the electric motor to the wheels of the electric vehicle via one or more drive shafts. Patent US8212505B2 describes a technical solution where the electric automobile motor produces sounds from within the substantially closed vehicle body. Such a technical solution can be problematic to achieve higher levels of sound which can be used for vehicle presence notification/alarm or other audible sound emission. As the electric automobile engine is substantially enclosed by the vehicle body and chassis, the body and the chassis substantially act as a sound barrier for the sound emitted from the electric automobile motor. As there is only one electric motor described in the technical solution of the document US8212505B2, the invention described in the mentioned document is not capable of localizing the sum of at least two sounds emitted from at least two sound sources at a predetermined target direction by way of modifying phase delays, amplitude, frequency, and other relevant dependencies between said at least two separately emitted sounds.

The invention according to the present disclosure differs from the technical solution described in the document US8212505B2 as it includes the audio generator and the sound localization unit capable of processing and controlling the sum of at least two sounds emitted from at least two direct drive mechanisms towards the target direction. The invention according to the present disclosure differs from the technical solution described in the document US8212505B2 as the sound sources are located in at least two wheels of the electric vehicle in such a manner the desired higher levels of sound can be achieved as the sound sources are not enclosed by vehicle body or chassis.

Patent application No. DEI 02009040898 Al describes a vehicle and an audio system for generating engine noise including a loudspeaker device positioned in the wheelhouse of the vehicle. The document describes a technical solution wherein two or more speakers are arranged in a sound body (e.g. speaker enclosure) positioned above the wheels of the vehicle in the wheelhouse. The front L and R audio channels are processed together and the rear L and R audio channels are processed together. One of the sound bodies is positioned in the centre of the vehicle interior and includes two speakers, where one is directed towards the driver's side and the other at the passenger side. The aim of the technical solution described in the patent application no. DEI 02009040898 Al is to provide engine sounds to the persons within and in proximity to the vehicle, said engine sounds are generated depending on the vehicle data. The technical solution includes two audio speakers mounted in one sound body and it does not include any sound localisation unit capable of generating phase delays or other relevant dependencies between the sounds emitted from two speakers positioned in one sound body or between front L, front R, rear L, rear R speakers to localise the emitted sound in a specific direction.

The invention according to the present disclosure differs from the technical solution described in the patent application no. DEI 02009040898 Al in that it includes a fully electric vehicle comprising at least two individually controlled direct drive mechanisms having at least two corresponding electric motors emitting sound, which are arranged in at least two separate wheels of the vehicle; a sound localisation unit capable of generating phase delays and other relevant dependencies between the at least two sounds emitted from the at least two electric motors to direct the maximum or minimum sum of the at least two sounds at a target direction. In additional exemplary embodiments of the invention according to the present disclosure at least two sound membranes can be separately attached to the at least two individual in-wheel electric motors positioned in the at least two wheels of the electric vehicle, said sound membranes not being a functional part of the in-wheel motor or the powertrain of the vehicle.

Patent application No. US9352688B2 describes a vehicle capable of a quiet run, said 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, whereat the sound level can be balanced by changing the level of the emitted sound outwards of the vehicle towards the direction of the sensed pedestrian or other. The technical solution includes a vehicle function unit including a gasoline engine and an electric motor for generating power to be transmitted via transmission to the wheels, and external speakers mounted on the vehicle body exterior. The invention according to the present disclosure includes no gasoline engine, no transmission and no external speakers mounted on the vehicle, as at least two direct drive mechanisms are employed to propel the electric vehicle as well as to produce at least two separately controlled sounds emitted from the at least two separate in-wheel electric motors. In the invention according to the present disclosure, the sound localisation unit controls the emitted sound from at least two individually controlled direct drive mechanisms and this allows for the phase delay and other relevant dependencies between at least two sounds emitted from at least two in-wheel electric motors to be employed in such a manner that the maximum or minimum sound level of the at least two sounds sums up towards the target direction.

US8600071B2 describes a vehicle-informing device configured to inform the existence of a vehicle by using a warning sound at a frequency in an audible range. The vehicle existing device described in the patent US8600071B2 comprises a speaker array including at least two speakers arranged so that the oscillations of the at least two speakers coincide with each other, the speaker array is configured to radiate a warning sound in air on a carrier wave, which is at the frequency in an ultrasonic range. The vehicle existence informing device further comprises a phase control unit configured to advance and delay a phase of a sound wave radiated from one of at least two speakers with respect to a phase of a sound wave radiated from another of at least two speakers. The document describes a technical solution used for sound localisation at a specific direction surrounding the vehicle, by using a speaker array mounted on the body of the vehicle. The invention according to the present disclosure differs from the technical solution described in the patent US8600071B2 in that no additional conventional audio speakers are used for sound emission by the vehicle, and at least two sounds are emitted from the at least two independently controlled in-wheel electric motors positioned in the at least two wheels of the electric vehicle. A speaker array mounted on the body of the vehicle can exhibit certain issues during high-speed travel as conventional acoustic transducers are more susceptible to airflow which can cause the membrane of the speaker to move less, thus resulting in an attenuated sound level. Furthermore, mounting additional audio speakers on the vehicle body represents a certain undesired production cost. The invention according to the present disclosure uses at least two direct drive mechanisms comprising in-wheel electric motors to produce directed sound by way of changing and modifying the phase, amplitude, frequency, and other relevant dependencies between at least two sounds emitted from the at least two direct drive mechanisms. In some additional exemplary embodiments of the invention according to the present disclosure, an audio emitting membrane is additionally attached to at least two in-wheel motors for the purpose of sound level maximisation or attenuation, said membrane not being a functional part of the electric motor and has no coil or piezo elements.

None of the above-mentioned patent documents describes an in-wheel drive electric vehicle capable of producing the maximum or minimum sound level towards the target direction by using the sound localisation unit to generate phase delays, amplitude modulation, frequency change or other dependencies between at least two sounds emitted from the at least two independently controlled direct drive mechanisms to achieve the desired maximum or minimum sound level at the target direction.

3. Summary of Invention

Technical Problem

As the usage of electric vehicles (EVs) is becoming more popular and the trend in the development of green technologies is spreading, the electric vehicles usage and their presence on the road are becoming more and more common every day. Due to propulsion using electric motors, electric vehicles are usually more silent than combustion engine vehicles. In light of these recent developments, users of electric vehicles and persons in proximity to electric vehicles are getting accustomed to this relatively new phenomenon of relatively silent electric vehicles. As conventional combustion engine vehicles emit loud sounds, people are accustomed to detecting the proximity of such vehicles based on perceived auditory information. Also, persons travelling in conventional combustion engine vehicles are susceptible to audible perception of vehicle sounds, which can deliver various information regarding the vehicle's status. For example, a driver of a conventional combustion engine vehicle is used to determine the state and health of the combustion engine by the sounds of it, a malfunction in a conventional combustion engine can be heard and distinguished as such by the driver. In another example, the persons in the proximity of combustion engine vehicles are used to determine the presence of a passing vehicle based on auditory information emitted from the vehicle. Such auditory information can include approximate distance to the vehicle, approximate speed, and others. Such information derived from the emitted sounds of combustion engine vehicles is commonly understood.

With the new trend of fully electric vehicles having no combustion engine whatsoever, the problem of delivering information from the emitted sounds of the vehicle is problematic, as electric vehicles can be very quiet. This represents a problem addressed by many patent documents and technical solutions aimed at solving the specific issue of lack of sound notifications in electric vehicles. While many documents describe solutions for engine sound enhancement or vehicle presence notification systems, there are still problems to solve. Whilst the engine sound enhancement systems are in place (such as described in the documents US9352688B2, and DE102009040898A1), the issue of sound pollution in the surrounding area of the vehicle becomes an issue. When conventional speakers are used and positioned on the electric vehicle body exterior (such as described in the document US8600071B2), the sound membrane can move freely to produce sound but only until a strong wind blows -conventional speakers are generally susceptible to problems with wind, as the force of the air can affect its movement thus producing lower-level sound vibrations or even damaging the speaker. In the case in which power to the powertrain or inverter is modulated to produce sounds with the powertrain components (such as described in the documents US10052969B2, and US8212505B2), the problem of outside surrounding wind forces becomes negligible, but at the same time, the levels of emitted sound from the powertrain are much lower than those emitted by a conventional speaker membrane - parts of powertrains are not designed for efficient conversion from electric into acoustic energy as their functionality is not primarily to produce sound. Furthermore, parts of powertrains which can emit sounds, such as inverter and/or electric motor coupled to a drive shaft and/or gear train, are usually positioned in an engine compartment partially, substantially or fully enclosed by the vehicle body and/or chassis. In such a case, the vehicle body acts as a barrier for emitted sound waves and therefore the emitted sound waves are attenuated due to the reflections from the vehicle body and/or chassis enclosure. In the cases in which an electric vehicle has one electric motor placed in the engine compartment of the vehicle, it is not possible to sum up at least two sound waves having a predetermined phase delay between them which could result in a higher or a lower sound level at a target direction. It would be desirable for fully electric vehicles to emit sounds only in the preferred target direction in order not to pollute the entire surroundings of electric vehicles with sound.

It would therefore be desirable to direct or localise the sound emitted from a fully electric vehicle in a manner in which the sum of at least two sounds emitted from at least two separate sound sources achieves the desired maximum or minimum sound level at the target direction whilst at the same time not polluting the surrounding area with sound. It would also be desirable for electric vehicles to emit sound in the target direction with other means than conventional audio speakers mounted on the vehicle body exterior, as this represents an additional assembly cost as well as exposes conventional audio speakers mounted on the vehicle body exterior to damage. Solution to Problem

The invention according to the present disclosure solves the technical problem of electric vehicle sound emission towards the desired target direction or location without the use of conventional audio speakers. By using the sum of at least two sounds emitted from at least two independent direct drive mechanisms, and by applying phase delays, amplitude modulation, frequency modulation and/or other relevant dependencies between said at least two sounds, the desired minimum or maximum sound level is achieved at the target direction or location. Presented is a fully electric vehicle including at least two independently controlled direct drive mechanisms, each including at least one in-wheel electric motor positioned in at least one wheel of the electric vehicle. The at least two direct drive mechanisms are capable of sound emission in a way that the at least two sounds emitted from the at least two direct drive mechanisms sum up towards a desired direction.

The in-wheel drive electric vehicle sound emission system and the method of operation according to the present disclosure includes a sound localisation unit generating phase delays, amplitude modulation and/or other relevant dependencies between at least two separate sounds emitted from at least two direct drive mechanisms to direct or localise the emitted sounds at a desired direction. The in-wheel drive electric vehicle sound emission system and the method of operation according to the present disclosure further includes at least one sensor for sensing changes in the external surroundings of the electric vehicle, at least one sensor for sensing changes in internal vehicle parts functioning such as power storage and other parts described in further detail in this document.

Advantageous Effects of Invention

The in-wheel drive electric vehicle sound emission system and the method of operation presented herein are capable of directed sound emission by at least two direct drive mechanisms by using the sound localisation unit to apply phase delays, amplitude modulation, frequency modulation and other relevant dependencies between the at least two separate sounds emitted from the at least two independently controlled direct drive mechanisms. In such a manner, the maximum or minimum sound level emitted by the electric vehicle is possible in the preferred direction without any additional conventional audio transducers/ speakers mounted on the exterior of the electric vehicle body. Because the sound is emitted from at least two electric motors positioned in the wheels of the electric vehicle, and there is no sound barrier for the emitted waves such as is the case with sound emission from within the vehicle body or engine compartment where powertrains of other parts capable of sound emission are positioned, such a technical solution is advantageous in the aspect of emitted sound levels due to less barriers present for emitted sound waves or less acoustic shadowing, respectively. Because there are no conventional speaker drivers/transducers mounted on the electric vehicle exterior, strong winds or a high vehicle travel speed do not affect the sound speaker drivers/transducers movements. Using at least two direct drive mechanisms and their independently controlled in-wheel electric motors as sound emission sources is advantageous because the sound can be emitted from the electric vehicle body exterior without using coil, piezo or other conventional speaker drivers susceptible to damage by heavy airflow.

4. Brief Description of Drawings

Fig. 1 shows a schematic top view of an exemplary embodiment of the invention according to the present disclosure

Fig. 2 depicts a schematic flowchart of the steps of operations of an exemplary embodiment of the invention according to the present disclosure

Fig. 3 depicts a detailed view of an exemplary embodiment of the invention according to the present disclosure including an audio-emitting membrane

5. Detailed Description of The Invention

Hereinafter the detailed description of the exemplary embodiment is given. The following detailed description is merely exemplary in nature and is not intended to limit the application and uses. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief description or the following detailed description. As used herein, the word "exemplary" means 'serving as an example, instance, or illustration'.

Any implementation described herein as exemplary is not necessarily to be construed as preferred or advantageous over any other implementations.

It should be appreciated that the various block components techniques, units, parts, and technologies described herein and with reference to symbolic representations of operations, processing tasks, and functions may be realized by any number of hardware, software, and/or firmware components configured to perform specific functions. For example, an embodiment of a system or a component may employ various integrated circuit components, e.g. memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices. Such operations, tasks, and functions are sometimes referred to as being computer-executed, computerised, software-implemented, or computer-implemented. It should be appreciated that the various block components techniques, units, parts, and technologies may be realized by any number of components arranged at different spatial locations within the electric vehicle.

Fig. 1 depicts a schematic top view of an example embodiment of the invention according to the present disclosure. An in-drive wheel electric vehicle 1 capable of directed or localised sound emission and a method of operation thereof is described in detail hereinafter.

The drivetrains of vehicles usually consist of all the parts within a vehicle that transmit power to the wheels but exclude the engine. Drivetrains of different vehicles usually differentiate amongst themselves depending on whether the vehicle is front-wheel, rear-wheel, four-wheel drive etc. In the electric vehicle 1 capable of sound emission according to the present disclosure, the concept of a drivetrain is rendered obsolete, as the vehicle includes at least two direct drive mechanisms 2 located in at least two corresponding wheels of the electric vehicle 1 to propel the electric vehicle 1, and the torque transmission from' the engine' to the wheel is not required, as the torque used for propelling the electric vehicle 1 is generated inside the wheel of the electric vehicle 1 and directly applied to said wheel by a rotor 202 part of the electric motor 3. In the electric vehicle 1 according to the present invention, the 'drivetrain', if it were to exist, would not be any different for example embodiments of the front-wheel, rear-wheel, four-wheel drive electric vehicle etc. The at least two direct drive mechanisms 2 employed in the electric vehicle according to the present invention are therefore vastly different from any conventional internal combustion engine vehicle, hybrid or electric vehicle comprising a drivetrain and/or any of its parts used for transmission of power from the electric motor to the wheel of the vehicle.

In the electric vehicle 1 according to the present invention, the parts conventionally comprising the drivetrain (transmission, drive-shafts, differentials etc.) are entirely excluded from the construction of the electric vehicle 1, because at least two electric motors 3 propelling the electric vehicle 1 are located in the at least two wheels of the electric vehicle 1. In the electric vehicle 1 according to the present invention, no transmission of power from the electric motor via additional assembly parts to the wheels is necessary, as a rotor 202 of the electric motor 3 is mechanically coupled to the wheel and the torque generated by the electric motor 3 is directly applied to the rotor 202 mechanically coupled with the wheel. Because there is no transmission of power needed from the electric motor 3 to the wheel via an additional assembly part of the vehicle (such as transmission, drive-shafts, differentials), the driveline components are entirely excluded from the electric vehicle 1 design according to the present invention.

The electric vehicle 1 according to the present invention is an in-wheel drive vehicle, where each of the at least two direct drive mechanisms' wheels receives torque from an independent electric motor 3, said independent electric motor located 3 in the wheel receiving said torque. The benefits of the in-wheel drive vehicle compared to a vehicle comprising a central motor supplying torque to all of the wheels of the electric vehicle 1 include low maintenance, easy replacement of the motor, no central gearbox, no mechanical differentials, no long and heavy drive shafts, anti-skid methods etc. and the ability to localise sound emitted from the at least two electric motors at a target direction. By using phase delays, amplitude, frequency modulation and other relevant differences between at least two sounds emitted from at least two direct drive mechanisms having at least separate two wheels (for example front L wheel and front R wheel), a maximum or minimum sound level can be produced at a target direction.

The electric vehicle 1 capable of localised sound emission is depicted in Fig 1. and comprises: a vehicle body 10 inside which a user 5 of the electric vehicle 1 can be situated; at least two direct drive mechanisms 2 to propel the electric vehicle 1 and emit sound, a power storage 0 unit storing energy for the electric vehicle 1 functioning, a user interface 14 used by the user 5 to generate user data 11, at least one external sensor 6 used for detecting or measuring a physical property in external surroundings of the electric vehicle 1, at least one internal sensor 16 for detecting or measuring a physical property in the electric vehicle 1 internal parts functioning and vehicle status, a control unit 111 used for controlling synchronised operation of all of the electric vehicle 1 assembly parts, a power converter 112 for converting the energy stored in the power storage 0 into a predefined electrical signal, a power distribution unit 20 used for distributing power to all of the functional assembly parts of the electric vehicle 1 which need power for operation such as the at least two direct drive mechanisms 2, and a sound localisation unit 200.

Vehicle body 10 can be a closed compartment or a partially opened compartment of electric vehicle 1 in which user 5 can be situated and from where user 5 can control the electric vehicle 1. It is understood that vehicle body 10 usually includes doors and windows.

The user interface 14 can include an acceleration pedal, a brake pedal, a steering wheel, a graphic user interface (GUI) and additionally any available user interface 14 controls such as a touch screen, buttons, variable potentiometer controls, an interface to aid less able persons to control the electric vehicle 1, and any other means of inputting control data to the electric vehicle 1 by the user 5.

A user 5 can be a human, a robot, an artificial intelligence entity, a remote control software allowing a user to control the electric vehicle 1 in 'real-time' from a remote location outside the electric vehicle 1, a wireless command control allowing for a remote and a predefined control of the electric vehicle 1, and/or any other human, mechanic, electronic, artificial intelligence, software code, any other entity or any combination of the listed entities hereof.

The power storage 0 can be a battery cell, a hydrogen cell, a fuel cell, a cell made of any other inorganic or organic material capable of storing energy or any combination of the listed possibilities hereof. The power storage 0 includes a power input port 100 for delivering power to the power storage 0. In the case wherein the power storage 0 unit is a battery cell such as a traction battery, said power input port 100 can receive AC (alternating current), DC (direct current), induction power, wireless electricity power, or any other power capable of transfer. In some exemplary embodiments whereat the power storage 0 unit is a hydrogen cell, fuel cell or any other cell made of organic or inorganic material capable of storing energy, the power input port 100 is a gateway for delivering said energy-storing material to the power storage 0. The power storage 0 includes a power output port 101 through which the power is delivered to the power distribution unit 111. In some exemplary embodiments of the invention according to the present disclosure, the power storage 0 includes a power converter 112 used for converting the energy from the power storage 0 into electricity. The power converter 112 can convert various forms of energy into electricity, and/or one form of electricity into another such as a DC high voltage power into DC low voltage and/or similar.

The power distribution unit 20 distributes power into all of the operational components of the electric vehicle 1, which need power to operate, such as at least two direct drive mechanisms 2, at least one external sensor 6, at least one internal sensor 16 and others. The power distribution unit 20 can supply high voltage and/or low voltage power to the electric vehicle 1 components, as well as DC, AC, or other power supplies such as inductive or wireless power.

Control unit 111 can be a computer for computing and controlling all functional parts of the electric vehicle 1. The control unit 111 communicates with all of the assembly parts of the electric vehicle 1 and appropriately synchronises the operation of electric vehicle 1. Communication between the control unit 111 and other assembly parts of the electric vehicle 1 may be accomplished using a direct wired link, a networked communication bus link, a wireless link, or any other suitable communication link. Communication includes exchanging data signals in any suitable form, including, for example, electrical signals via a conductive medium, electromagnetic signal via air, optical signals via optical waveguides, and the like. Data signals may include signals representing inputs from parts of the electric vehicle 1, such as at least one external sensor 6, at least one internal sensor 16, and others. In other exemplary embodiments of the invention according to the present disclosure, the control unit 111 includes a plurality of control units 111 which may be positioned at different locations in the electric vehicle 1.

At least one external sensor 6 used for detecting or measuring physical properties of the external surroundings of the electric vehicle 1 can be a camera, a lidar, a radar, a microphone, a distance sensor, an optical sensor, a rain sensor and any other sensor. At least one external sensor 6 can comprise a plurality of sensors which are the same, or any combination of sensors. It is understood by those skilled in the art that any sensor which outputs data corresponding to detecting or measuring a physical property of the external surroundings of the electric vehicle 1 can be used as at least one external sensor 6. At least one external sensor 6 is connected to the control unit 111 via the communication link, and the power distribution unit 20 supplies at least one external sensor 6 with power to operate. At least one external sensor 6 generates external sensor data 12 communicated to the control unit 111. In some exemplary embodiments, the external sensor data 12 is communicated directly to at least two direct drive mechanisms 2.

At least one internal sensor 16 for detecting changes in the electric vehicle 1 internal parts functioning can be a position sensor, a current sensor (such as a hall sensor), a temperature sensor (such as a thermocouple), an accelerometer (such as a piezoelectric, a piezoresi stive, a capacitive, a MEMS), a slip angle sensor, a flow meter (for measuring cooling liquid flow), a motor health meter (can include a plurality of sensors to detect the electric motor health), a magnetoresistive sensor, a strain gauge, a gyroscope, a pressure sensor, a driver tiredness and/or stress meter (such as a camera with an image recognition employed to recognize driver tiredness or a heartbeat meter), or any other sensor capable of detecting or measuring a physical property of any of the assembly parts of the electric vehicle 1. It is understood by those skilled in the art that any sensor which outputs data corresponding to detecting or measuring a physical property of the internal functioning of the electric vehicle 1 can be used as at least one internal sensor 16. At least one sensor 16 is connected to the control unit 111 via the communication link, and the power distribution unit 20 supplies at least one internal sensor 16 with power to operate. At least one internal sensor 16 generates internal vehicle data 13 which is communicated to the control unit 111. In some exemplary embodiments, the internal vehicle data 13 is communicated directly to at least two direct drive mechanisms 2.

DIRECT DRIVE MECHANISM

Each of the at least two direct drive mechanisms 2 comprises the in-wheel electric motor 3 (hereinafter: the electric motor 3), a torque signal generator 4, an audio generator 8, a digital to analogue converter 40 (hereinafter: DAC 40), a control data input port 98, a power input port 101, and a wheel.

The electric motor 3 is positioned in the wheel of the electric vehicle 1. The electric motor 3 is directly mechanically coupled with the wheel. There is no transmission of torque via any other assembly parts of the electric vehicle 1 as the torque is generated in the electric motor coupled with the wheel. The electric motor 3 includes a stator 201 and a rotor 202. The electric motor 3 can be a 3 -phase synchronous electric motor. In other exemplary embodiments the electric motor 3 can be any number (n) phase electric motor, said any number n being equal or larger than 2 (two). Torque control commands for the power signals supplied to the individual n phases of the electric motor 1 are generated by the torque signal generator 4 and/or by an audio generator 8. The torque signal generator 4 generates the control data for propelling the electric vehicle 1. The audio generator 8 generates the control data for sound emission by the electric vehicle 1 via the direct drive mechanism 2. In the case where the electric vehicle 1 is not moving, the audio signal generator 8 can be used for sound emission by the electric vehicle 1 even though the torque signal generator 4 is not producing any control data for propulsion power signals.

The control data input 98 of the direct drive mechanism 2 is used for importing user data 11, external sensor data 12 and internal vehicle data 13 via the central control unit 111 to the torque signal generator 4, or in some exemplary embodiments of the invention, directly from the user interface 14, the at least one sensor 6, and the at least one sensor 16 to the direct drive mechanism 2. The user data 11 includes any data collected through the user interface 14 and generated by the user 5. The external sensor data 12 includes any data collected by at least one external sensor 6 for measuring or detecting the physical properties of the external surroundings of the electric vehicle 1. The internal vehicle data 13 includes any data collected by at least one internal sensor 16 for measuring or detecting physical properties of the electric vehicle 1 parts.

The torque signal generator 4 produces n number of digital control data signals for propelling the electric vehicle 1. The torque signal generator 4 comprises at least a torque central processing unit 44 (hereinafter: 'torque CPU 44') and a torque memory storage 45 (hereinafter: torque memory 45). The torque CPU 44 of the torque signal generator 4 converts the received user data 11, external sensor data 12, and internal vehicle data 13 into a multiphase digital control signal with n number of phases and thus generates the desired digital control data for generating power signals to propel the electric vehicle 1. Each phase of the n number phase signals generated in the torque signal generator 4 by the torque CPU 44 is used to feed the dedicated /7^th phase of the electric motor 3. The torque memory 45 can include storage of information relating to various vehicle settings 21, user settings 23 or road settings 24. An example of a vehicle setting 21 stored in the torque memory 45 can include the number of phases (n) of the electric motor 3, the operating voltage of the electric motor 3, a vehicle sport run setting, a vehicle slow run setting, a vehicle silent run setting or any other setting influencing and connected to the behaviour of the assembly parts of the electric vehicle 1. An example of a user setting 23 stored by the torque memory 45 can include information on various styles of vehicle acceleration settings, user tiredness settings, anti-skid mode settings (including road grip/anti-skid algorithms) and others. An example of road settings 24 stored by the torque memory 45 can include an asphalt road setting, an off-road setting, a stip road setting, a mud road setting, a wet road setting, an ice road setting, a pedestrian walkway road, a highway setting and/or any other settings stored for easing the propulsion of the electric vehicle 1 on a specific road. The torque signal generator 4 therefore produces the desired digital control signals to propel the electric vehicle 1 based on the data received through the torque data input port 98 and in combination with the settings stored in, and recalled from, the torque memory 45.

The DAC 40 converts the digital control data signals generated by the torque signal generator 4 and/or the audio generator 8 into analogue power signals used to propel the electric vehicle 1. Direct drive mechanism 2 supplies the power from the power output port 101 of the distribution unit 20 to the DAC 40 to supply the current used for the generation of the final power signals fed to the electric motor 3. In the case that power storage 0 produces a DC or AC power output, the DAC 40 comprises any of the existing digital-to-analogue conversion techniques such as a PWM modulation DAC, delta-sigma DAC, switched resistor DAC, switched current source DAC, switched capacitor DAC, R-2R ladder type DAC or any other form of digital to analogue conversion technique. In the case where power storage 0 produces a DC output, the DAC 40 can be an inverter. The DAC 40 can have at least two steps of operation; firstly, converting the digital data into analogue signals and secondly, amplifying those to the desired power level. It is understood by those skilled in the art that the DAC 40 can have any number of channels, inputs, outputs, bandwidth, sampling rates, etc. The DAC 40 receives n number of digital control data signals corresponding to n number of phases of electric motor 3 from the torque generator 4 and the audio generator 8. The electric motor 3 is fed with the power signals from the DAC 40, produces torque to propel the electric vehicle 1 according to the power signals received from the torque signal generator 4 and emits sound according to the power signals received from the audio generator 8.

An audio generator 8 comprises a data input port 9, a data output port 10, an audio processor 101, and an audio memory 102. In some exemplary embodiments of the invention according to the present disclosure, the audio generator 8 can include a plurality of data input ports 9, a plurality of data output ports 10, a plurality of audio processors 101, and a plurality of audio memories 102. Data input port 9 is used for delivering user data 11, external sensor data 12 and internal vehicle data 13 to the audio generator 8. Additionally, the data input port 9 can be used for delivering the torque signal generator 4 data to the audio generator 8, such as information stored in the torque memory 45 for example vehicle settings 21, user settings 23, and road settings 24.

Data output port 10 of the audio generator 8 is used for delivering digital control data containing digital audio signals to the Summer 50. The audio generator 8 produces digital control data signals containing audio information used for electric vehicle 1 sound emission based on the control data received through the data input port 9 and settings stored in the audio memory 102. In some example embodiments, the audio generator 8 can produce analogue audio signals so that the audio generator 8 can include a digital -to-analogue converter.

The operational steps of the audio generator 8 are hereinafter described based on Fig 2. In the first step, data received through the data input port 9 are analysed to determine the necessity to produce audio signals (YES/NO). This decision is marked as STEP 1 in Fig 2. As an example, if a pedestrian is detected via external sensor data 12, the decision to emit a notification sound in the direction/location of the pedestrian is employed. As another example, if a driver's tiredness meter detects a certain level of tiredness in the driver e.g. user 5, the decision to emit loud sounds in the direction of the driver position is employed. Such decisions on when and in which direction or location the maximum level of the emitted sound is employed can be stored in a map in the audio memory 102 and recalled in this step.

When the decision to produce sound by the electric vehicle 1 is affirmative (YES) and in the next STEP 2, the audio generator 8 chooses the type of audio synthesis that will be employed and determines the scope of the audio synthesis based on the user data 11, external sensor data 12, internal vehicle data 13, vehicle settings 21, user settings 23, road settings 24.

Various decisions on which audio synthesis techniques are to be used are mapped and stored in the audio memory 102. After the decision is made on which audio synthesis shall be used, in the next STEP 3 the digital audio data is synthesised by the audio processor 101 and based on the data from the audio memory 102 and the user data 11, external sensor data 12, internal vehicle data 13, vehicle settings 21, user settings 23, road settings 24. The audio synthesis techniques can include amplitude modulation synthesis, frequency modulation synthesis, subtractive synthesis, additive synthesis, audio/sample bank synthesis, wavetable synthesis, spectral synthesis, vector synthesis, physical modelling synthesis, granular synthesis, and any combination of herein mentioned audio synthesis techniques or other possible audio synthesis techniques. It is understood by those skilled in the art that any combination of the herein- listed audio synthesis techniques can be employed as well as a multi-channel audio synthesis and/or similar. The digital audio is generated or played back in STEP 3.

In the next STEP 4, user data 11, external sensor data 12, internal vehicle data 13, vehicle settings 21, user settings 23, and road settings 24 are used to determine the target direction of the emitted sound.

In the next STEP5, the sound localisation unit 200 data is used to apply the correct phase delay, amplitude modulation, frequency modulation or other changes to the digital audio generated in STEP3. The sound localisation unit 200 sends data to all of the audio generators 8 comprising the electric vehicle 1.

The user data 11, external sensor data 12, internal vehicle data 13, vehicle settings 21, user settings 23, road settings 24, and data from the sound localisation unit 200 can be directly used in 'real-time' to change specific parameters of the audio synthesis performed in step 3. The user data 11, external sensor data 12, internal vehicle data 13, vehicle settings 21, user settings 23, road settings 24, and data from the sound localisation unit 200 can also be stored in a map in the audio memory 102 and recalled when necessary to change specific parameters of the audio synthesis based on the preferred stored options.

In some exemplary embodiments of the invention according to present disclosure where commonly used audio synthesizers are used for the audio synthesis performed in step 3, the user data 11, external sensor data 12, internal vehicle data 13, vehicle settings 21, user settings 23, road settings 24, and data from the sound localisation unit 200 can be converted into MIDI notes and/or MIDI CC messages, OSC (Open Sound Control) messages or other similar control messages commonly used in audio synthesis.

In some exemplary embodiments of the invention according to the present disclosure, the audio processor 101 can receive a microphone input signal through the data input port 9, meaning that a microphone can be employed as at least one external sensor 6 and connected to the data input port 9, or in some exemplary embodiments via the central control unit 111. Such use of a microphone for the exemplary purpose of user 5 communication with the surroundings of the electric vehicle 1 can be employed in environments wherein the driver might want to communicate with the electric vehicle 1 surroundings without opening the window of the electric vehicle 1.

In additional exemplary embodiments of the invention according to the present disclosure, the microphone data received through the data input port 9 can be recorded and processed by the audio processor 101 and stored in the audio memory 102 for future use.

For example, user data 11 can include user 5 vehicle acceleration commands which can be converted into control data (such as MIDI, OSC or other) based on which the audio is synthesised. In another example, external sensor data 12 can include the detection of a pedestrian at a specific location and such information can be used by the audio processor 8 to determine the desired direction of the vehicle 1 presence-notification sound emission. In another example, internal vehicle data 13 can be used to notify user 5 of the electric vehicle 1 or the electric motor 3 malfunction.

It is understood that any of the data received by the audio processor 101 through the audio input port 9 in the audio generator 8 can be used in various ways either separately or in combination. The steps of audio synthesis performed in step 3 inside the audio generator 8 can be defined in advance and/or stored by user 5 in the audio memory 102 to re-call such settings when desired.

Audio memory 102 stores the following data: a) maps storing predefined decisions on which sounds to play during which event; b) maps storing predefined decisions on which audio synthesis to employ including but not limited to the digital control messaging connections of data received through the data input port 9 to specific parameters of audio synthesis; c) audio/sample bank files, which can be triggered by specific parameters of data received through the data input port 9; d) audio synthesiser presets such as separate oscillator and ADSR presets; e) maps storing predefined audio manipulation techniques such as equalisation with filters (parametric, notch, etc.), adding effects (such as distortion, reverb, etc.) and decisions on when to employ said audio manipulation techniques; f ) maps storing sound localisation unit 200 presets such as the direction, location, etc.; g) maps storing possible sequence of notes or pitches and other convenient data used for audio synthesis.

It is understood by those skilled in the art of audio synthesis that a control message such as

MIDI, OSC and others, can include triggering sounds which are not necessarily composed of a musical note, sounds which can change pitch in time with a glide/slide and therefore enable a smooth pitch change of synthesised sound which is not necessarily sounding of a fixed musical note. For example, a sound bank of known combustion engine vehicle sounds can be employed and triggered by OSC controls based on the internal vehicle data 13 input. Internal vehicle data input 13 allows for the information on vehicle speed to be correctly used to produce real-time audio synthesis sounding like an actual known combustion engine vehicle. In such an example embodiment of the invention the audio synthesis performed in step 3 can be granular synthesis or additive synthesis.

It is understood by those skilled in the art that embodiments of the invention according to the present disclosure can include an audio processor 101 capable of real-time audio synthesis, real-time frequency analysis of the synthesized audio (for the purpose of equalisation), realtime equalisation (such as notch filters, parametric equalisers, etc.), real-time addition of audio effects (delay, reverb, comb filtering, distortion etc.), audio dynamic range processing (such as a compressor, limiter etc.) and other forms of audio manipulation techniques including but not limited to sequencing of notes or pitches in time.

It is understood by those skilled in the art that embodiments of the invention according to the present disclosure can comprise the audio processor 101 capable of playing back stored and already synthesised audio files from the audio memory 102.

When the digital audio is synthesised in step 3 by the audio processor 102 and the sound localisation unit 200 data is applied to the digital audio in step 4, in step 5 the transformation of the digital audio data from 2 phase to n phase is performed and the resulting digital data is sent to the summer 50.

The summer 50 sums up the torque control signals received from the torque signal generator 4 and the digital audio control signals received from the audio generator 8. The summed control signals are in the next step communicated to the DAC 40 which performs the final conversion of the digital control data into power signals used to propel the electric vehicle 1 and emit sound.

In other exemplary embodiments of the invention according to the present disclosure as shown in Fig 3., the stator 201 part of the electric motor 3 is coupled with the vehicle body 10 and the rotor 202 part of the electric motor 3 is coupled with the wheel of the electric vehicle 1. On top of the rotor 202, an audio emitting membrane 88 can be attached to the rotor 201 via at least one stat bolt 203 or bolted screw, respectively. The audio emitting membrane 88 is not a functional part of the electric motor 3 or electric vehicle 1 powertrain according to the present invention, said audio membrane 88 delivering no power to the wheel of the electric vehicle 1 and said audio membrane's 88 function being limited to emission of audible frequencies. The vibrations/power delivered to the audio membrane 88 does not convert into kinetic energy for the purpose of electric vehicle 1 propulsion; rather, the power delivered to the audio membrane 88 is converted into acoustic energy for the purpose of sound emission.

The audio membrane 88 acts as a vibrating part attached to the rotor 202 for the purpose of emission of audible frequencies, said audio membrane 88 vibrating relative to the rotor 202 of the electric motor 3. The audio membrane 88 can be detached and/or replaced by a different audio-emitting membrane 88 mounted on the same rotor 202. The audio membrane 88 has its' own frequency response according to which the audible frequency emission occurs in the electric vehicle 1 according to the present disclosure. Various audio membranes 88 can have different frequency responses. The audio membrane 88 can be designed for the purpose of maximum acoustic energy emission or minimum acoustic energy emission. For the purpose of a vehicle presence 1 notification, sound emission membrane 88 designed for maximum acoustic energy emission can be used. For the purpose of a silent electric vehicle 1 run, a sound emission membrane 88 designed for minimum acoustic emission can be used. The audio membrane 88 can have a surround suspension 89 such as in a conventional audio speaker membrane, but has no coil or piezo parts attached to it. The maximum emission audio emission membrane 88 designed for maximum acoustic energy emission can have a surround suspension and can be lightweight compared to an audio membrane 88 designed for minimum acoustic energy emission, which can be heavier than the maximum emission audio membrane 88 and can, as an example, contain a layer of damping material used for damping of audible frequencies.

While at least one exemplary aspect has been presented in the foregoing detailed description of the invention, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary aspect or exemplary aspects are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary aspect of the invention. It is understood that various changes may be made in the function and arrangement of elements described in an exemplary aspect without departing from the scope as outlined in the appended claims.

Claims

Claims

1. An electric vehicle (1) comprising a vehicle body (10); at least two direct drive mechanisms (2), a power storage (0) unit, a user interface (14), at least one external sensor, at least one internal sensor (16), a control unit (111), a power converter (112), a power distribution unit (20), a sound localisation unit (200), characterised by that each of the at least two direct drive mechanisms is individually controlled and capable of emitting sound so that at least two separate sounds are emitted from the electric vehicle (1) as defined by a sound localisation unit (200).

2. An electric vehicle according to Claim 1 characterised by that a sound localisation unit is used to calculate and apply phase delays, amplitude modulation, frequency modulation and other relevant dependencies between the at least two separate sounds emitted from the at least two direct drive mechanisms for the purpose of achieving a maximum sound level towards a target direction.

3. An electric vehicle according to Claim 1 characterised by that a sound localisation unit is used to calculate and apply phase delays, amplitude modulation, frequency modulation and other relevant dependencies between the at least two separate sounds emitted from the at least two direct drive mechanisms for the purpose of achieving a minimum sound level towards a target direction.

4. An electric vehicle according to Claim 2 or Claim 3 characterised by that the sound localisation unit calculates the appropriate phase delays, amplitude modulation, frequency modulation and other mutual dependencies between the at least two separate sounds emitted from the at least two direct drive mechanisms, based on the user data, internal vehicle data, exterior sensor data, user settings, vehicle settings, and road settings.

5. An electric vehicle according to Claim 2 or Claim 3 where the sound localisation unit calculates and applies relevant dependencies between the at least two sounds emitted from the at least two direct drive mechanisms in real-time.

6. An electric vehicle according to Claim 2 or Claim 3 where the sound localisation unit calculates and applies the relevant dependencies between the at least two sounds emitted from the at least two direct drive mechanisms based on stored maps.

7. An electric vehicle according to Claim 2 or Claim 3 characterised by that an audio emission membrane is attached to the rotor part of the in-wheel electric motor, said in-wheel electric motor being a part of the direct drive mechanism, and said audio emission membrane capable of sound emission and said audio emission membrane having no coil or piezo elements for the purpose of sound emission.

8. An electric vehicle according to Claim 7 characterised by that the audio emission membrane is designed for maximum acoustic energy emission.

9. An electric vehicle according to Claim 7 characterised by that the audio emission membrane is designed for minimum acoustic energy emission.

10. An electric vehicle according to Claim 1 characterised by that the electric vehicle comprises four direct drive mechanisms and by that the sound localisation unit is employed to calculate and apply phase delays, amplitude modulation, frequency modulation and other relevant dependencies between all four separate sounds emitted from four direct drive mechanisms for the purpose of achieving a maximum sound level at a target location.

11. An electric vehicle according to Claim 1 characterised by that the electric vehicle comprises four direct drive mechanisms and by that the sound localisation unit is employed to calculate and apply phase delays, amplitude modulation, frequency modulation and other relevant dependencies between all four separate sounds emitted from four direct drive mechanisms for the purpose of achieving a minimum sound level at a target location.

12. A method of electric vehicle operation including manipulation of the at least two direct drive mechanisms characterised by that each of the at least two direct drive mechanisms is capable of sound emission, and by that each of the at least two direct drive mechanisms is individually controlled.

13. A method according to Claim 12 characterised by that the sound localisation unit is employed to calculate and apply phase delays, amplitude modulation, frequency modulation and other relevant dependencies between at least two separate sounds emitted from the at least two direct drive mechanisms for the purpose of achieving a maximum or a minimum sound level towards a target direction.

14. A method according to Claim 12 characterised by that the audio emission membrane is attached to the rotor part of the in-wheel electric motor, said audio emission membrane is capable of sound emission and said audio emission membrane having no coil or piezo elements for the purpose of sound emission.