DESC:FIELD OF THE INVENTION

The present disclosure relates generally to the electric vehicle, and particularly, the present disclosure relates to a method and a system for a vehicle engine sound simulation for an electric vehicle.

BACKGROUND

Electric vehicles have been known in the automotive industry for a long time and have proved to be of a massive futuristic scope. The electric vehicles have a different working principle as compared to conventional vehicles with traditional combustion engines. The prime mover in electric vehicles is an electric motor, whereas in combustion engine vehicles the prime mover is an Internal Combustion (IC) engine.

Traditional combustion engine vehicles have ubiquitous engine sound, that is perceived by pedestrians and people in traffic to recognize an approaching or departing vehicle through sight and auditory identification of emitted noise even when the vehicle is not in sight. Moreover, the rider is also habitual to recognize the engine noise to guess the vehicle’s status. However, electric vehicles (EVs) do not emit any such engine sound. Hybrid electric vehicles (HEVs) or plug-in hybrid electric vehicles (PHEVs) travel almost silently, and therefore, the movement of EVs and PHEVs in electric mode. Conventionally, there is no response from the electric vehicles when in a parking state.

Therefore, there lies a need for a sound simulation system that simulates engine sounds which produce a natural and continuous engine sound and is not limited to one parameter for such sound simulation.

SUMMARY

This summary is provided to introduce a selection of concepts, in a simplified format, that are further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention nor is intended for determining the scope of the invention.

The present disclosure relates to a system for simulating an engine sound in an electric vehicle. A sound simulation system includes a control unit. The control unit is adapted to receive, at a predefined interval, a plurality of signals indicative of a throttle position signal from a throttle position sensor and a speed signal from a prime mover indicative of a rotational speed of the prime mover. The control unit then compares each of the throttle position signal and the speed signal against a preset distribution of a set of wave files to determine a state of the prime mover. Further, the control unit generates an audio signal wherein the audio signal includes at least one audio file corresponding to the determined state of the prime mover.

The present disclosure also relates to a method for simulating an engine sound in an electric vehicle. The method includes receiving, by a control unit, at a predefined interval, a plurality of signals indicative of a throttle position signal from a throttle position sensor and a speed signal from a prime mover indicative of a rotational speed of the prime mover. The method also includes comparing, by the control unit, each of the throttle position signal and the speed signal against a preset distribution of a set of wave files to determine a state of the prime mover. The method further includes generating, by the control unit, an audio signal wherein the audio signal includes at least one audio file corresponding to the determined state of the prime mover.

The sound simulation system as disclosed here enhances safety by providing real-time audio feedback about the condition of the prime mover, enabling quick responses to any changes or malfunctions. Additionally, the sound simulation system allows for customization of engine sounds, enabling brand-specific or user-preferred auditory experiences.

Furthermore, the user may also benefit from an improved driving experience, as simulated engine sounds enhance familiarity and aesthetics. The sound simulation system may adapt sound profiles based on driving conditions and may serve as a diagnostic tool by indicating specific engine conditions or faults through distinct sound patterns.

To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

Figure 1 illustrates a vehicle having a sound simulation system, according to an embodiment of the present disclosure;
Figure 2 illustrates an exploded view of the sound simulation system, according to an embodiment of the present disclosure;
Figure 3 illustrates an exploded view of a sub-assembly showing an upper housing and a speaker assembly of the sound simulation system, according to an embodiment of the present disclosure;
Figure 4 illustrates a sub-assembly showing an interior of the sound simulation system specifically a PCB assembly installed inside a lower housing, according to an embodiment of the present disclosure;
Figure 5 illustrates a perspective view of an attachment of the upper housing and the lower housing of the sound simulation system, according to an embodiment of the present disclosure;
Figure 6 illustrates a schematic block diagram of the sound simulation system, according to an embodiment of the present disclosure;
Figure 7a illustrates a graphical representation of a linear increase and decrease of play speeds of a set of wave files, according to an embodiment of the present disclosure; and
Figure 7b illustrates a magnified view of the graphical representation, particularly focusing on the linear increase and decrease of the play speeds and play gains of each wave file, according to an embodiment of the present disclosure;
Figure 8 illustrates a process flowchart of working of a control unit of the sound simulation system, according to an embodiment of the present disclosure; and
Figure 9 illustrates a flowchart of working of the sound simulation system, according to an embodiment of the present disclosure.

Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates.

It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the invention and are not intended to be restrictive thereof.

Reference throughout this specification to “an aspect”, “another aspect” or similar language means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrase “in an embodiment”, “in another embodiment” and similar language throughout this specification may, but do not necessarily, all refer to the same embodiment.

The terms "comprises", "comprising", or any other variations thereof, are intended to cover a nonexclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or subsystems or elements or structures or components proceeded by "comprises... a" does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.

It should be understood at the outset that although illustrative implementations of the embodiments of the present disclosure are illustrated below, the present invention may be implemented using any number of techniques, whether currently known or in existence. The present disclosure should in no way be limited to the illustrative implementations, drawings, and techniques illustrated below, including the exemplary design and implementation illustrated and described herein, but may be modified within the scope of the appended claims along with their full scope of equivalents.

The term “some” as used herein is defined as “none, or one, or more than one, or all.” Accordingly, the terms “none,” “one,” “more than one,” “more than one, but not all” or “all” would all fall under the definition of “some.” The term “some embodiments” may refer to no embodiments or to one embodiment or to several embodiments or to all embodiments. Accordingly, the term “some embodiments” is defined as meaning “no embodiment, or one embodiment, or more than one embodiment, or all embodiments.”

The terminology and structure employed herein is for describing, teaching, and illuminating some embodiments and their specific features and elements and do not limit, restrict, or reduce the spirit and scope of the claims or their equivalents.

Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements presented in the attached claims. Some embodiments have been described for the purpose of illuminating one or more of the potential ways in which the specific features and/or elements of the attached claims fulfil the requirements of uniqueness, utility, and non-obviousness.

Use of the phrases and/or terms such as but not limited to “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or variants thereof do NOT necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or alternatively in the context of more than one embodiment, or further alternatively in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

The present disclosure relates to a sound simulation method and a system that may use vehicle inputs to generate an artificial sound of the engine. Such a system is deployed in the vehicles to alert pedestrians and traffic about the approaching vehicle. A sound simulation system produces output sound only when the audio ON/OFF switch is switched ON, and the vehicle is not in the parking state.

Figure 1 illustrates a vehicle 102 having a sound simulation system 100, according to an embodiment of the present disclosure.

In an embodiment, the vehicle 102 may include but is not limited to, a two-wheel vehicle, a three-wheel vehicle, and a four-wheel vehicle. The vehicle 102 according to the present disclosure may be but is not limited to, an electric vehicle (EV), a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a battery electric vehicle (BEV), a fuel cell electric vehicle (FCEV), or the like. The present disclosure is not limited to any specific type of vehicle but rather can be applied to any vehicle where engine sound simulation is required. The vehicle 102 may interchangeably be referred to as the electric vehicle, without departing from the scope of the present disclosure.

The sound simulation system 100 may be adapted to produce a variety of engine sounds such as a starting sound of the vehicle engine. The starting or cranking sound of the engine may be played when ignition of the vehicle 102 is switched ON. In an another embodiment, the sound simulation system 100 may play a sound with respect to vehicle idle condition i.e., park state.

The sound simulation system 100 may be adapted to simulate an engine shutdown sound. The engine shutdown sound may be played when ignition of the vehicle 102 is switched OFF. In an another embodiment, when a side stand of the vehicle 102 is enabled, the sound simulation system 100 may be adapted to stop producing the output sound which means that the vehicle 102 is in the parking state. In an another embodiment, the sound simulation system 100 may be adapted to produce an engine ramp-up/ramp-down sound. In a situation of producing the engine ramp-up/ ramp-down sound, the sound may be simulated based on the input of a Throttle Position Sensor (TPS) 104 and a speed/RPM sensor 108.

Figure 2 illustrates an exploded view of the sound simulation system 100, according to an embodiment of the present disclosure. Figure 3 illustrates an exploded view of a sub-assembly 300 showing an upper housing 202 and a speaker assembly 204 of the sound simulation system 100 , according to an embodiment of the present disclosure. Figure 4 illustrates a sub-assembly 400 showing an interior of the sound simulation system 100 specifically a PCB assembly 208 installed inside a lower housing 212, according to an embodiment of the present disclosure. Figure 5 illustrates a perspective view of an attachment of the upper housing 202 and the lower housing 212 of the sound simulation system 100, according to an embodiment of the present disclosure. Referring to Figures 2, 3, 4, and 5 together.

The sound simulation system 100 may include the upper housing 202, the lower housing 212, a vehicle connector assembly, the speaker assembly 204, a rubber gasket 210, a rubber grommet 214, a breather Patch 218, the PCB assembly 208, and a wiring harness 216.

The upper housing 202 may be one-half of an outer casing of the sound simulation system 100 that serves as a protection for internal components. Similarly, the lower housing 212 may be another half of the outer casing which is usually located below the upper housing 202. The vehicle connector assembly may include connectors and cables specifically designed for vehicle applications. The vehicle connector assembly may be used to connect the sound simulation system 100 to an electrical system of the vehicle 102 or to interface with other vehicle components.

The speaker assembly 204 may be used to produce and amplify a sound. The speaker assembly 204 may include an audio driver 610, a speaker 302, a speaker seal 220, a digital to analog converter (DAC) 604, a volume control 614, an amplifier 612, and fasteners such as self-taping screws 206. The speaker seal 220 may be used to provide additional sealing for the speaker assembly 204 thereby protecting the internal components from any external interference. In one example, a sound output of the speaker 302 maybe 20 Watt for an analog audio signal. The speaker 302 may be mounted on the upper housing 202 by using the self-taping screws 206 or by any other means for assembly. The speaker 302 may be connected to the PCB assembly 208 with the wire 216. The PCB assembly 208 may be fixed with the lower housing 212 by using the self-taping screws 206. In an embodiment, the speaker assembly 204 may be disposed externally to the upper housing 202 or the lower housing 212, such as near a headlight or a rear end of the vehicle 102.

In one example, the upper housing 202 and the lower housing 212 may be made up of a thermoplastic usable in die-casting components, such as the PP+30%GF, which is a thermoplastic material having low weight, high heat resistance, high tensile strength, high surface strength and facilitates manufacturing processes. The speaker assembly 204 may be disposed inside the upper housing 202. The PCB assembly 208 may be disposed inside the lower housing 212. The PCB assembly 208 may include a circuit board that holds and connects various electronic components like a control unit, microchips, resistors, or capacitors.

The lower housing 212 includes the rubber grommet 214 that may be used to pass wires or cables 216 through an opening in the lower housing 212 thereby preventing chafing or damage to the wires. Further, the lower housing 212 may include the breather patch 218 which may be used to equalize air pressure within a sealed housing while keeping out moisture or dust. The breather patch 218 may allow for pressure changes without compromising the internal environment of the sound simulation system 100.

The breather patch 218 may be a one-way valve that helps to emit moisture and/or air pressure generated inside the sound simulation system 100 to an outside environment. The breather patch 218 may also help to maintain the cooling of the sound simulation system 100 and avoid the thermal runaway. In one example, the breather patch 218 may be made up of membrane-type material, which is a clean technology, saves energy, and has an ability to replace conventional processes, such as filtration, water blockage, and air passage.

In one example, the rubber gasket 210 may be disposed between the upper housing 202 and the lower housing 212. The rubber gasket 210 may provide a sealing between the upper housing 202 and the lower housing 212 to prevent the internal components from moisture, dust, or other contaminants from entering or escaping a specific area of the device.

In one example, the rubber gasket 210, rubber grommet 214, and the speaker seal 220 may be made up of a waterproof material such as Ethylene Propylene Diene Monomer (EPDM) for its electrically insulating and waterproof properties, as well as resilience and flexibility.

Furthermore, the lower housing 212 may include one or more port openings for the vehicle connector assembly. The vehicle connector assembly may take the input from a DC supply of a battery of the vehicle 102.

The sound simulation system 100 may further provide protection from reverse polarity and over-voltage. The output sound of the sound simulation system 100 may be based on multiple input parameters from the throttle position sensor (TPS) 104, the speed / rotational per minute (RPM) sensor 108, a side stand position sensor 106, and an audio ON/OFF switch. In one embodiment, the sound simulation system 100 may include a volume control system.

Figure 6 illustrates a schematic block diagram 600 of the sound simulation system 100, according to an embodiment of the present disclosure.

The PCB assembly 208 may include the control unit 602. The control unit 602 may be electronically connected to the sound simulation system 100 and the vehicle 102. The control unit 602 may include but is not limited to, a processor, memory, module(s), and data. The module(s) and the memory may be coupled to the processor. The processor may be a single processing unit or a number of units, all of which could include multiple computing units. The processor may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and/or any devices that manipulate signals based on operational instructions. Among other capabilities, the processor is configured to fetch and execute computer-readable instructions and data stored in the memory.

The memory may include any non-transitory computer-readable medium known in the art including, for example, volatile memory, such as static random-access memory (SRAM) and dynamic random-access memory (DRAM), and/or non-volatile memory, such as read-only memory (ROM), erasable programmable ROM, flash memories, hard disks, optical disks, and magnetic tapes.

The module(s), amongst other things, include routines, programs, objects, components, data structures, etc., which perform particular tasks or implement data types. The module(s) 208 may also be implemented as, signal processor(s), state machine(s), logic circuitries, and/or any other device or component that manipulates signals based on operational instructions.

Further, the module(s) may be implemented in hardware, instructions executed by at least one processing unit, e.g., the processor, or by a combination thereof. The processing unit may comprise a computer, a processor, a state machine, a logic array, and/or any other suitable devices capable of processing instructions. The processing unit may be a general-purpose processor which executes instructions to cause the general-purpose processor to perform operations or, the processing unit may be dedicated to performing the required functions. In some example embodiments, the module(s) may be machine-readable instructions (software, such as web application, mobile application, program, etc.) which, when executed by a processor/processing unit, perform any of the described functionalities.

In an implementation, the module(s) may include a receiving module, a comparing module, and a generating module. The receiving module, the comparing module, and the generating module are in communication with each other. The data serves, amongst other things, as a repository for storing data processed, received, and generated by one or more of the modules.

In an embodiment of the present disclosure, the module(s) may be implemented as part of the processor. In an another embodiment of the present disclosure, the module(s) may be external to the processor. In yet another embodiment of the present disclosure, the module(s) may be part of the memory. In an another embodiment of the present disclosure, the module(s) may be part of a hardware, separate from the processor.

The control unit 602 may be electronically connected to the sound simulation system 100 and the vehicle 102. The control unit 602 is adapted to receive, at a predefined interval, a plurality of signals indicative of a throttle position signal from the throttle position sensor 104 indicative of a throttle position and a speed signal from a prime mover indicative of a rotational speed of the prime mover. The speed signal may be provided by the speed sensor 108. The prime mover may be an electric motor.

The control unit 602 may be adapted to compare each of the throttle position signals and the speed signal against a preset distribution of a set of wave files to determine a state of the prime mover. More particularly, the control unit 602 may compare a voltage strength of each of the throttle position signals and the speed signal against each wave file from the set of wave files to determine a corresponding wave file. The control unit 602 may further compare one of an increase and decrease in the voltage strength against each wave file from the set of wave files to determine a subsequent wave file. Each of the wave files in the set may represent a particular condition or operational state related to the prime mover of the vehicle 102 in which the signals are being monitored.

The control unit 602 determines the wave file that matches the current situation of the prime mover based on the voltage strengths of the input signals. Furthermore, the sound simulation system 100 assesses whether there has been an increase or decrease in the voltage strength compared to the previous state. The voltage change may be used as an indicator to select the subsequent wave file. Essentially, the sound simulation system 100 recognizes and responds to changes in the throttle position and speed of the prime mover and accordingly chooses appropriate wave files.

Based on the comparison of the voltage strength of the TPS 104 and the speed sensor 108, the sound simulation system 100 identifies a corresponding wave file and the subsequent wave file from the set of wave files. Further, the control unit 602 may be adapted to generate an audio signal from the corresponding wave file and the subsequent wave file. The audio signal includes at least one audio file corresponding to the determined state of the prime mover. The state of the prime mover may be one of Ignition ON, revving up, revving down, idle state, and Ignition OFF. Furthermore, the side stand sensor may also be employed to determine the Ignition ON and OFF state.

The sound simulation system 100 further comprises a communication unit for relaying the audio signals to an audio driver 610. The communication unit serves as an interface between a source of the audio signal and the speaker assembly 204. The communication unit may be one of a CAN, wireless network adaptor, Bluetooth, or Bluetooth Low Energy. Further, the sound simulation system 100 includes the audio driver 610 adapted to amplify the received audio signal from the communication unit. Furthermore, the sound simulation system 100 includes at least one audio component adapted to play the amplified audio signal. The at least one audio component 302 includes one of the speaker 302 and a piezoelectric sensor.

In one embodiment, the sound simulation system 100 may include, but is not limited to, a Bluetooth system 606. The PCB assembly 208 may further be in communication with an input Low-Dropout (LDO) regulator, a noise filter, RS485, the Throttle Position Sensor (TPS) 104, the engine RPM sensor 108, the audio ON/OFF switch, an Analog to Digital Converter (ADC), a flash memory (64mbit) 608, the Bluetooth system (BLE 5.1) 606, a Class D amplifier 612, a volume control system 614, and a reverse polarity protection circuit 620.

When the audio of the sound simulation system 100 may be turned ON/OFF, the Bluetooth system 606 may be connected with a Bluetooth-supported application, which may help to change an audio track from a plurality of pre-stored audio files in a storage memory 608. The sound simulation system 100 may have the storage memory 608. The storage memory 608 may be the flash memory 608.

Further, the Bluetooth system 606 may be adapted to control a volume or Decibel (Db) level of the output sound via the supported application. In the present disclosure, the digital volume control system 614 may be employed, which adds nothing to the audio signal path. Instead, a number may be rearranged to achieve lower/higher volume. Further, the digital volume control system 614 may be stable and does not depend on temperature.

In an another embodiment, the sound simulation system 100 may include a CAN transceiver 616. The CAN transceiver 616 may be configured to convert the analog audio signal in a format readable by the control unit 602. In one example, the CAN transceiver 616 may convert binary data received from various sensors such as the TPS 104, the RPM sensor 108, or the side stand sensor 106, into a voltage range in the form of a signal voltage which may processed by the control unit 602. The CAN transceiver 616 sends and/ or receives a CAN message onto the CAN bus from an ECU 618 of the vehicle 102. The control unit 602, the audio driver 610, or other system components, may receive and process the CAN message. The usage of the CAN transceiver system 616 may aid in employing less number of wiring harness 216 thereby saving overall cost on the sound simulation system 100. Further, the CAN transceiver system 616 helps with faster communication with the vehicle 102. Also, by using the CAN transceiver system 616, the complexity of developing the sound simulation system 100 decreases.

When the digital audio data message is detected, a receiving device such as the audio driver 610 may retrieve audio data from the digital audio data message. The audio driver 610 may process the audio data which involves decoding the digital audio data message, converting the digital audio data message back to analog form through the DAC 604, and amplifying when necessary. The processed audio signal may then be sent to the audio component such as the speaker 302 thereby making the audio file audible to a user.

Figure 7a illustrates a graphical representation of a linear increase and decrease of play speeds of a set of wave files, according to an embodiment of the present disclosure. Figure 7b illustrates a magnified view of the graphical representation, particularly focusing on the linear increase and decrease of the play speeds and play gains of each wave file, according to an embodiment of the present disclosure.

Referring to Figures 6, 7a, and 7b together. In one embodiment, the sound simulation system 100 may be adapted to produce a variety of engine sounds such as a starting sound of the vehicle engine, when an ignition of the vehicle 102 is switched ON. In an another embodiment, the sound simulation system 100 may play a sound with respect to the idle condition i.e., the park state of the vehicle 102. In one embodiment, the sound simulation system 100 may be adapted to simulate an engine shutdown sound. The engine shutdown sound may be played when the vehicle ignition is switched OFF. In an another embodiment, when the side stand of the vehicle is enabled, the sound simulation system 100 may be adapted to stop producing the output sound which means that the vehicle 102 is in the parking state.

In an another embodiment, the sound simulation system 100 may be adapted to produce an engine ramp-up/ramp-down sound. In a situation of producing the engine ramp up/ ramp down sound, the sound may be simulated based on the input of the Throttle Position Sensor (TPS) 104 and the RPM sensor 108. The TPS 104 provides appropriate input voltage in a range from 0V to 5V, preferably 0.8V to 4.2V, for linear execution of the sound. For example, the input voltage of the TPS 104 is then distributed into 10 parts in the form of the wave file (as per requirement).

The control unit 602 may be adapted to receive the at least one wave file from a wave bank based on the plurality of signal. The control unit 602 converts the at least one wave file into a digital format. The wave bank may be electrically connected to the control unit 602.

The control unit 602 may compare the voltage strength of the throttle position signal and the speed signal against the preset distribution of the set of wave files to determine the corresponding wave file and the subsequent wave file. The subsequent wave file may be received by the control unit 602 from the wave bank based on the change in the voltage strength of the throttle position signal and the speed signal as compared to the previous voltage strength. Further, the subsequent wave file may be converted into the digital format. A play speed and a play gain of one of the digital formats of the corresponding wave file and the subsequent wave file is then optionally increased or decreased by the control unit 602. The digital formats of each wave file may then be converted into an audio output by the control unit 602 and then played by the control unit 602 through the speaker assembly 204.

The control unit 602, for the generation of the audio signal, may be adapted to select a first audio track (Track 1) corresponding to the determined wave file and select a second audio track (Track 2) corresponding to the subsequent wave track. The control unit 602 may then generate the audio signal as a mix of the first audio track (Track 1) and the second audio track (Track 2). The control unit 602 may then be configured to increase a play speed of the first audio track (Track 1) decrease the play gain of the first audio track (Track 1), and decrease the play speed of the second audio track (Track 2) and increase a play gain of the second audio track (Track 2) simultaneously.

In one example, the corresponding wave file may be of a signal strength of 0.34V with a tolerance of 0.1V. In such a case, before playing the subsequent wave file (fade out), the play speed of the corresponding wave file increases linearly, as depicted in Figure 7a and Figure 7b. Specifically, Figure 7a illustrates a graphical representation 700 of linear increase and decrease of the play speeds of sound waves. Specifically, Figure 7b illustrates a magnified view of the graphical representation 700, particularly focusing on the linear increase and decrease of the play speeds of the first audio track (Track 1) and the second audio track (Track 2).

When the Track 2 is to be played, the play speed of the Track 1 reaches the maximum. The Track 2 is then played, and the play speed of the Track 1 decreases linearly (fade-in). Simultaneously, the play gain of the Track 1 decreases linearly (into 0.1V tolerance before playing the Track 2 (fade out). After the Track 2 is played, the play gain of the Track 1 increases linearly to the maximum (fade in). Similarly, for the input voltage of the RPM 0V to 3.3V(approx.), for linear execution of the sound, the input voltage value of the RPM is distributed into 10 parts in the form of the wave file (as per requirement). The same process of the Fade IN and Fade OUT is repeated with every wave file that is distributed.

In another example, the Track 1 may be of a signal strength of 0.33V with a tolerance of 0.1V. In such a case, before playing the Track 2 (fade out), the play speed of the Track 1 increases linearly. When the Track 2 is to be played, the play speed of the Track 1 reaches the maximum. The Track 2 is then played, and the play speed of the Track 1 decreases linearly (fade-in). Simultaneously, the play gain of the Track 1 decreases linearly into 0.1V tolerance before playing the Track 2 (fade out). After the Track 2 is played, the play gain of the Track 1 increases linearly to the maximum (fade in).

In the present disclosure, the class D amplifier 612 is employed for providing the play gain to the audio signals to boost a level. The Class D amplifier 612 may be capable of outputting speaker-level signals to drive loudspeakers properly. The Class D amplifiers 612 typically have about 85% efficiency as they work, which means the Class D amplifiers 612 use less electrical current than class A/B and other conventional amplifiers. The Class D amplifiers 612 waste less power and may be made smaller in size than previous existing amplifiers. Also, the Class D amplifier 612 may provide more power without causing overheating issues for the same cost as compared to the conventional amplifiers. Furthermore, the Class D amplifier 612 may be used with individual two-channel output for two-driver output sound.

The sound simulation system 100 disclosed herein also provides protection from reverse polarity and over-voltage to the Class D amplifier 612 through the reverse polarity protection circuit 620. The output sound may be based on multiple sensors such as the TPS 104, the RPM sensor 108, the side stand sensor 106, and an audio ON/OFF switch (not shown). The sound simulation system 100 may further include the volume control system 614 and may be able to play multiple soundtracks. Furthermore, the sound simulation system 100 is IP67 rated, therefore efficiently preventing ingress of water and dust into the sound simulation system 100.

In an embodiment, an input rated voltage for the sound simulation system 100 may be 12V on a terminal connector, and an operating voltage range of the sound simulation system 100 may be in the range of 9.6V ~14.4V. Also, an audio output of the sound simulation system 100 may be 18.5W (THD +N) in the range of 9.6V ~14.4V, and a sound pressure level of the sound simulation system 100 may be in the range of ~85±3 dB. Further, a current consumption of the sound simulation system 100 may be 1.7A at 13V, and a frequency of wave files may be in the range of 240 ±48 Hz. Furthermore, a nominal impedance of the sound simulation system 100 may be 4?.

Figure 8 illustrates a flowchart 800 of working of the sound simulation system 100, according to an embodiment of the present disclosure. The method 800 may be implemented by the sound simulation system 100 as mentioned above. The order in which the method steps are described below is not intended to be construed as a limitation, and any number of the described method steps can be combined in any appropriate order to execute the method or an alternative method. Additionally, individual steps may be deleted from the method without departing from the spirit and scope of the subject matter described herein.

In an embodiment, at step 802, the Ignition of the vehicle is switched ON. At step 804, the sound simulation system 100 may start playing a sound corresponding to the starting of the prime mover. When the prime mover reaches the idle state, then at step 806, the sound simulation system 100 may start playing a sound corresponding to an idling of the prime mover. At step 808, the control unit 602 may determine if the vehicle 102 is in the parked state. At step 812, if the vehicle 102 is in the parked state then the control unit 602 may receive the input signal from the TPS 104, and accordingly, at step 816, the control unit 602 may generate one of the engine revving up sound or the engine revving down sound. Similarly, at step 810, if the vehicle 102 is not in the parked state then the control unit 602 may receive the input signal from the RPM 108 (step 814), and accordingly, at step 816, the control unit 602 may generate one of the engine revving up sound or the engine revving down sound.

Figure 9 illustrates a method 900 of working of the control unit 602 of the sound simulation system 100, according to an embodiment of the present disclosure. The method 900 may be implemented by the sound simulation system 100 as mentioned above. The order in which the method steps are described below is not intended to be construed as a limitation, and any number of the described method steps can be combined in any appropriate order to execute the method or an alternative method. Additionally, individual steps may be deleted from the method without departing from the spirit and scope of the subject matter described herein.

At step 902, the method 900 includes receiving, by the control unit 602, at a predefined interval, a plurality of signals indicative of the throttle position signal from the throttle position sensor 104 indicative of the throttle position and the speed signal from the prime mover indicative of rotational speed of the prime mover. At step 904, the method 900 includes comparing, by the control unit 602, each of the throttle position signals and the speed signal against a preset distribution of a set of wave files to determine a state of the prime mover. At step 906, the method 900 includes generating, by the control unit 602, an audio signal wherein the audio signal includes at least one audio file corresponding to the determined state of the prime mover.

The method 900, for the generation of the audio signal, further includes selecting, by the control unit 602, the first audio track corresponding to the determined wave file. The method 900 may further include selecting, by the control unit 602, the second audio track corresponding to the subsequent wave track. The method 900 may also include generating, by the control unit 602, the audio signal as a mix of the first audio track and the second audio track. The method 900 further includes increasing the play speed of the first audio track and decreasing the play gain of the first audio track. The method 900 also further includes decreasing the play speed of the second audio track and increasing the play gain of the second audio track.

The sound simulation system 100 as disclosed here enhances safety by providing real-time audio feedback about the condition of the prime mover, enabling quick responses to any changes or malfunctions. Additionally, the sound simulation system 100 allows for customization of engine sounds, enabling brand-specific or user-preferred auditory experiences. By facilitating early detection of engine issues, the sound simulation system 100 may reduce maintenance costs and minimize downtime.

Furthermore, the user may also benefit from an improved driving experience, as simulated engine sounds enhance familiarity and aesthetics. The sound simulation system 100 may adapt sound profiles based on driving conditions and may serve as a diagnostic tool by indicating specific engine conditions or faults through distinct sound patterns.

While specific language has been used to describe the present disclosure, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method to implement the inventive concept as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment. ,CLAIMS:1. A sound simulation system (100) for an electric vehicle (102), comprising;
a control unit (602) adapted to:
receive, at a predefined interval, a plurality of signals indicative of a throttle position signal from a throttle position sensor (104) and a speed signal from a prime mover indicative of a rotational speed of the prime mover;
compare each of the throttle position signal and the speed signal against a preset distribution of a set of wave files to determine a state of the prime mover; and
generate an audio signal, wherein the audio signal includes at least one audio file corresponding to the determined state of the prime mover.
2. The sound simulation system (100) as claimed in claim 1, wherein the state of the prime mover is one of Ignition ON, revving up, revving down, idling, and Ignition OFF.

3. The sound simulation system (100) as claimed in claim 1, comprising:
a communication unit adapted to relay the audio signal to an audio driver (610), the audio driver (610) adapted to amplify the received audio signal; and
at least one audio component (302) adapted to play the amplified audio signal.
4. The sound simulation system (100) as claimed in claim 3, wherein the communication unit is one of a CAN, wireless network adaptor, Bluetooth, and Bluetooth Low Energy.

5. The sound simulation system (100) as claimed in claim 3, wherein the at least one audio component (302) includes one of a speaker and a piezoelectric sensor.

6. The sound simulation system (100) as claimed in claim 1, comprising a storage unit (608) electronically connected to the control unit (602), the storage unit (608) includes a plurality of pre-stored audio files therein.

7. The sound simulation system (100) as claimed in claim 1, wherein the control unit (602), for the comparison, is adapted to:

compare a voltage strength of each of the throttle position signal and the speed signal against each wave file from the set of wave files to determine the corresponding wave file and one of an increase and decrease in the voltage strength, wherein the increase and decrease is indicative to a subsequent wave file.
8. The sound simulation system (100) as claimed in claims 1 and 6, wherein the control unit (602), for the generation of the audio signal, is adapted to:
select a first audio track corresponding to the determined wave file;
select a second audio track corresponding to the subsequent wave file;
generate the audio signal as a mix of the first audio track and the second audio track, wherein
a play speed of the first audio track increases and a play gain of the first audio track decreases; and
a play speed of the second audio track decreases and a play gain of the second audio track increases.
9. A method (900) for simulating an engine sound in an electric vehicle (102), comprising:
receiving, by a control unit (602), at a predefined interval, a plurality of signals indicative of a throttle position signal from a throttle position sensor (104) and a speed signal from a prime mover indicative of a rotational speed of the prime mover;
comparing, by the control unit (602), each of the throttle position signal and the speed signal against a preset distribution of a set of wave files to determine a state of the prime mover; and
generating, by the control unit (602), an audio signal wherein the audio signal includes at least one audio file corresponding to the determined state of the prime mover.
10. The method (900) as claimed in claim 9, wherein the state of the prime mover is one of Ignition ON, revving up, and revving down.

11. The method (900) as claimed in claim 9, comprising comparing, by the control unit (602), a voltage strength of each of the throttle position signal and the speed signal against each wave file from the set of wave files to determine a corresponding wave file and one of an increase and decrease in the voltage strength, wherein the increase and decrease is indicative to a subsequent wave file.

12. The method (900) as claimed in claim 9, wherein for generation of the audio signal, the method comprising:
selecting, by the control unit (602), a first audio track corresponding to the determined wave file;
selecting, by the control unit (602), a second audio track corresponding to the subsequent wave file;
generating, by the control unit (602), the audio signal as a mix of the first audio track and the second audio track, wherein
increasing a play speed of the first audio track and decreasing a play gain of the first audio track; and
decreasing a play speed of the second audio track and increasing a play gain of the second audio track.