Vibration generating device, vibration generating method

Abstract

To provide a vibration generator that can generate pseudo-engine vibration having high reproduction probability.SOLUTION: Four vibrators 21-24 are disposed in a seat S of a mobile body. A control unit 3 acquires an accelerator opening degree as travel state information of the mobile body, determines amplitude A(x) as a vibration parameter and an interval Δt(x) between pulse groups in accordance with the accelerator opening degree, and vibrates each of the vibrators 21-24, thereby generating pseudo-engine vibration having high reproduction probability.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vibration generating device.

Background Art

[0002] Conventionally, an electric racing kart equipped with a seat vibrator (vibrator) provided on a driver seat and a speaker has been proposed (see, for example, Patent Document 1). In the electric racing kart described in Patent Document 1, by controlling the seat vibrator and the speaker, a driver is made to experience pseudo engine vibration and engine sound.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, actual engine vibration is complex, and it has been difficult to obtain sufficient reproducibility by simply vibrating a seat vibrator as described in Patent Document 1.

[0005] Therefore, an example of an object of the present invention is to provide a vibration generating device capable of generating pseudo engine vibration with high reproducibility.

Means for Solving the Problems

[0006] In order to solve the aforementioned problems and achieve the objective, the vibration generating device of the present invention described in claim 1 comprises a plurality of vibrators arranged in the seat of a mobile body, an acquisition unit for acquiring driving state information relating to the driving state of the mobile body, and a control unit for controlling each of the plurality of vibrators according to the driving state information, wherein the control unit vibrates the plurality of vibrators in order from the vibrator closest to the virtual vibration source. Furthermore, the vibration generation method described in claim 9 is a vibration generation method performed by a vibration generation device that vibrates a plurality of vibrators arranged in the seat of a mobile body, comprising the steps of acquiring driving state information relating to the driving state of the mobile body, and controlling each of the plurality of vibrators according to the driving state information, wherein the control step is characterized in that the plurality of vibrators are vibrated sequentially starting from the vibrator closest to the virtual vibration source. [Brief explanation of the drawing]

[0007] [Figure 1] This is a schematic block diagram showing a vibration generating device according to an embodiment of the present invention. [Figure 2] This is a perspective view showing how the vibrator of the vibration generating device is mounted on the seat of the mobile vehicle. [Figure 3] This is a perspective view showing the oscillator. [Figure 4] This is a cross-sectional view showing a section along the line V1-V1 in Figure 3. [Figure 5] This is a graph showing the time change in the vibration displacement of the oscillator. [Figure 6] This flowchart shows an example of the enhancement process performed by the control unit of the vibration generator. [Figure 7] This graph shows an example of the relationship between vibration intensity and travel speed, determined by the first and second processes in the aforementioned enhancement process. [Figure 8] This graph shows another example of the relationship between vibration intensity and travel speed determined by the first and second processes. [Modes for carrying out the invention]

[0008] Embodiments of the present invention will be described below. An embodiment of the present invention comprises a plurality of vibrators arranged in the seat of a mobile body, an acquisition unit for acquiring driving state information relating to the driving state of the mobile body, and a control unit for controlling each of the plurality of vibrators according to the driving state information.

[0009] In a gasoline-powered vehicle, actual engine vibrations differ in intensity and timing depending on the seat position. Therefore, by controlling the vibration of each of the multiple vibrators placed in the seat according to driving condition information, it is possible to generate highly realistic simulated engine vibrations.

[0010] The driving state information only needs to include at least one of the following: the rotational speed of the power source of the moving body, the accelerator opening, and the driving speed. That is, vibration may be controlled based on the rotational speed of the power source (engine speed or motor speed), based on the accelerator opening, based on the driving speed, or based on a combination of these.

[0011] The control unit only needs to control the vibration of multiple oscillators such that at least one of the following is different from each other: frequency, amplitude, time variation of amplitude, and interval between pulse groups.

[0012] Preferably, the multiple vibrators include those positioned on the back of the seat and those positioned on the seat surface. This makes it possible to generate highly accurate simulated engine vibrations when the actual engine vibrations occurring in a gasoline-powered vehicle differ between the back and seat surfaces.

[0013] Preferably, the multiple vibrators include those positioned on the same target area of ​​the seat. This makes it possible to generate highly accurate simulated engine vibrations when the actual engine vibrations occurring in a gasoline-powered vehicle differ depending on the location within a single area (backrest or seat surface).

[0014] At this time, it is more preferable that two or more vibrators arranged at the same target site have different vibration directions from each other. Thereby, when the actual engine vibration generated in an engine vehicle has different vibration directions depending on the position within one site, a pseudo engine vibration with high reproducibility can be generated.

[0015] The moving body only needs to be equipped with a motor as a power source. When the moving body travels by motor drive, a pseudo engine vibration may be generated.

[0016] It is preferable that the moving body further includes a sound generation unit that generates a pseudo engine sound according to the traveling speed of the moving body. Thereby, not only a pseudo engine vibration but also a pseudo engine sound can be generated. Note that the sound generation unit may be provided separately from the vibrator, or by using the sound generated when the vibrator vibrates, all or part of the plurality of vibrators may be used as the sound generation unit.

Embodiment

[0017] Hereinafter, each embodiment of the present invention will be specifically described. As shown in FIG. 1, the vibration generation device 1 of this embodiment includes four vibrators 21 to 24, a control unit 3, an amplifier 4, and a storage unit 5, and is mounted on a moving body (electric vehicle) equipped with a motor as a power source.

[0018] As shown in FIG. 2, the four vibrators 21 to 24 are arranged on the seat S of the moving body. Two of them are arranged on the back surface part (backrest part) S1 of the seat S, and the other two are arranged on the seat surface part S2. The vibrators 21 and 22 arranged on the back surface part S1 are arranged side by side in the width direction of the moving body, and both have the direction along the direction orthogonal to the front surface of the back surface part S1 as the vibration direction. The vibrators 23 and 24 arranged on the seat surface part S2 are arranged side by side in the width direction of the moving body, and both have the direction along the direction orthogonal to the upper surface of the seat surface part S2 as the vibration direction.

[0019] Here, the details of the vibrators 21 to 24 will be described based on FIGS. 3 and 4. Note that FIG. 4 is a cross-sectional view showing a cross-section along the V1-V1 cutting line in FIG. 3(A).

[0020] The vibrators 21 to 24 are those in which a magnetic circuit 220 is housed in a case 210. The case 210 is such that an opening on one end side of a low-profile cylindrical frame 211 is closed by a circular first plate wall 213 provided with a plurality of through holes 212 in the central portion, and an opening on the other end side is closed by a circular second plate wall 214. FIG. 3(A) shows the vibrators 21 to 24 viewed from the side of the first plate wall 213 provided with the through holes 212, and FIG. 3(B) shows the vibrators 21 to 24 viewed from the opposite side.

[0021] From substantially the center of the first plate wall 213, a cylindrical bobbin 215 is erected toward the second plate wall 214 so as to surround the plurality of through holes 212, and a voice coil 216 is provided on the outer periphery of the bobbin 215. Thus, the voice coil 216 is fixed to the first plate wall 213 via the bobbin 215. Also, the plurality of through holes 212 are provided in a region 213a corresponding to the inside of the voice coil 216 in a plan view when viewed from a direction intersecting the first plate wall 213.

[0022] The magnetic circuit 220 includes a ring-shaped plate 221, a magnet 222, and a disk-shaped yoke 223. The plate 221 and the magnet 222 are coaxially arranged with a gap from the voice coil 216. The plate 221, that is, the magnetic circuit 220, is supported by the inner wall surface of the cylindrical frame 211 via a damper 230 so as to be vibratable in the approach / separation direction D1 with respect to the first plate wall 213.

[0023] When an AC signal is applied to the voice coil 216, the magnetic circuit 220 vibrates in the direction D1 of contact with or separation from the first plate wall 213. The case 210 also vibrates as a reaction to this vibration via the damper 230. In this way, in the transducers 21-24, the application of current to the voice coil 216 causes relative vibration between the case 210 and the magnetic circuit 220. Due to this relative vibration, the transducers 21-24 vibrate together with the case 210. In addition, within the case 210, the first plate wall 213 to which the voice coil 216 is fixed, which receives a reaction from the magnetic circuit 220, vibrates locally. Sound is generated by this vibration of the first plate wall 213. Thus, the transducers 21-24 emit sound as the case 210 vibrates together with the case 210 due to the relative vibration between the case 210 and the magnetic circuit 220 caused by the application of current to the voice coil 216.

[0024] The control unit 3 is composed of a CPU (Central Processing Unit) equipped with memory such as RAM (Random Access Memory) and ROM (Read Only Memory), and is responsible for the overall control of the vibration generator 1. Specifically, the control unit 3 transmits drive signals to the vibrators 21-24 according to the acquired information. An amplifier 4 is provided between the control unit 3 and the vibrators 21-24, so that the drive signals transmitted by the control unit 3 are amplified and supplied to the vibrators 21-24.

[0025] The control unit 3 receives the mobile body's CAN (Controller Area Network) 10 and determines the mobile body's movement status. It acquires driving status information and functions as an acquisition unit. In this embodiment, the accelerator opening of the moving body (the amount the driver presses the accelerator) is used as driving status information, but the motor rotation speed or driving speed may also be used as driving status information, or these parameters may be combined as appropriate to form the driving status information. Furthermore, the control unit 3 acquires the driving speed as driving speed information of the moving body from CAN 10 and functions as a first acquisition unit.

[0026] The control unit 3 acquires the current position of the moving object from the current position estimation unit 20 and map information from the map information storage unit 30. Specifically, the control unit 3 acquires the type of road the moving object is currently traveling on (expressway or general road) and its speed limit as driving environment information, and functions as a second acquisition unit. The current position estimation unit 20 is exemplified by a GPS receiver that receives radio waves transmitted from multiple GPS (Global Positioning System) satellites. The map information storage unit 30 may be a storage unit of a car navigation system or a storage unit of an external server.

[0027] The memory unit 5 stores a table showing the relationship between the accelerator opening and the combination of vibration parameters for each transducer 21-24. The vibration parameters of transducers 21-24 are variables used to determine the vibration waveform (the time change of vibration displacement). Such a table may be determined by measuring the vibrations that actually occur at each position of the engine vehicle's seat (the position where transducers 21-24 are installed), or it may be determined based on simulation results. Alternatively, the memory unit 5 may store a mathematical formula showing the relationship between the accelerator opening and vibration parameters instead of a table. Furthermore, instead of the accelerator opening, the memory unit 5 may store a table showing the relationship between the motor rotation speed or driving speed, or a combination thereof, and the combination of vibration parameters for each transducer 21-24.

[0028] [Method for determining the vibration parameters of multiple oscillators] The control unit 3 controls the vibration of each of the multiple vibrators 21 to 24 according to the driving state information. The details of this are explained below. The control unit 3 obtains a combination of vibration parameters corresponding to the accelerator opening by reading a table from the storage unit 5. Furthermore, the control unit 3 transmits a drive signal to the vibrators 21 to 24 according to the acquired combination of vibration parameters. Figure 5 shows an example of the time change of the vibration displacement of each vibrator 21 to 24 at this time.

[0029] The oscillator 23 generates vibrations using a pulse group composed of multiple pulses (three in the illustrated example), then generates vibrations using another pulse group after a predetermined time interval, and repeats this process. The amplitudes of each pulse constituting one pulse group are approximately equal. Furthermore, the amplitude A(x) of one pulse group is different from the amplitude A(x+1) of the next pulse group. Also, the interval Δt(x) between pulse groups is different from the interval Δt(x+1) between the next pulse groups. In this embodiment, the wavelength of each pulse constituting a pulse group (e.g., 40-120 Hz) and the number of pulses included in a pulse group are constant.

[0030] Thus, the vibration parameters that determine the vibration waveform of oscillator 23 (shown as a dashed line in Figure 5) are the amplitude A(x) and interval Δt(x) of the pulse group. Similarly, for oscillators 22 to 24, the vibration waveform is determined by the amplitude A(x) and interval Δt(x) of the pulse group. The interval Δt(x) is preferably about 60 to 250 msec.

[0031] The vibration waveforms of oscillators 21 to 24 are different from each other. Specifically, the amplitudes A(x) of oscillators 21 to 24 are different from each other when x=n, and the intervals Δt(x) are also different from each other. Furthermore, for pulse groups with approximately the same timing, the central time t0 of oscillators 21 to 24 are different from each other. As shown by the dashed line in Figure 5, the order of central time t0 for each oscillator, from earliest to latest, is oscillator 23 located on the left side of the seat surface S2, oscillator 21 located on the left side of the backrest S1, oscillator 24 located on the right side of the seat surface S2, and oscillator 22 located on the right side of the backrest S1. In this embodiment, vibrations in a vehicle with the driver's seat located on the right side in the width direction and the engine mounted at the front are simulated, and a virtual vibration source is located to the left front as viewed from the seat S. That is, the oscillators are vibrated in order from the one closest to the virtual vibration source.

[0032] Furthermore, the timing of determining and updating the vibration parameters is arbitrary. The control unit 3 may determine the vibration parameters at predetermined intervals while the moving body is in motion, or it may determine new vibration parameters when the accelerator opening changes by a predetermined value or more.

[0033] [Changes to vibration parameter determination process] The control unit 3 not only determines the combination of vibration parameters of the vibrators 21 to 24 as described above, but also determines the vibration parameters to provide the driver with simulated engine vibrations corresponding to the speed of the moving body, and functions as a determination unit.

[0034] The perceived speed for the driver corresponds to the vibration intensity of the transducers 21-24. The vibration intensity is determined by the vibration parameters, amplitude A(x) and interval Δt(x). That is, the larger the amplitude A(x), the higher the vibration intensity, and the shorter the interval Δt(x), the higher the vibration intensity. Thus, the control unit 3 determining the vibration parameters is equivalent to determining the vibration intensity.

[0035] The control unit 3 performs enhancement processing while the moving body is in motion. An example of enhancement processing will be explained with reference to Figure 6. The control unit 3 determines whether the moving body has entered a general road from a highway (step S1). If the moving body has entered a general road from a highway (Y in step S1), the control unit 3 determines whether the moving body's speed (speed determination value) is less than or equal to the speed limit (threshold) of the general road (step S2). If the moving body's speed is less than or equal to the speed limit (Y in step S2), the control unit 3 determines the vibration intensity by the first process (step S3). On the other hand, if the moving body's speed is higher than the speed limit (N in step S2), the control unit 3 determines the vibration intensity by the second process (step S4).

[0036] Following steps S3 and S4, the control unit 3 determines whether the moving state of the moving body satisfies the termination condition (step S5). The termination condition may be, for example, that the moving body has traveled a predetermined distance since entering a general road from a highway, that a predetermined time has elapsed, that the moving body has stopped, or a combination of these as appropriate.

[0037] If the termination condition is not met (N in step S5), the control unit 3 returns to step S2. On the other hand, if the moving object has not entered a general road from the highway (N in step S1) or if the termination condition is met (Y in step S5), the control unit 3 determines the vibration intensity by the first process (step S6). After step S6, the control unit 3 returns to step S1.

[0038] Here, the first process is the process of determining vibration parameters so that the vibration intensity of oscillators 21-24 is approximately equal to the vibration intensity actually obtained in an engine vehicle at a similar driving speed. The relationship between the actual driving speed of the engine vehicle and the vibration intensity of the generated vibration may be determined in advance by actual measurement or based on simulation results. The vibration intensity obtained by the first process may be set higher or lower than the vibration intensity actually obtained in an engine vehicle at that driving speed. On the other hand, the second process is the process of determining vibration parameters so that a higher vibration intensity is obtained at the same speed than the vibration intensity obtained by the first process.

[0039] Figure 7 schematically shows the relationship between the vibration intensity of oscillators 21-24 and speed. When the speed of the moving object exceeds the speed limit, determining the vibration intensity by the second process results in a higher vibration intensity than when determining the vibration intensity by the first process, and thus a higher perceived speed. In other words, when traveling below the speed limit, the actual speed and the perceived speed are approximately the same, and when exceeding the speed limit, the perceived speed is higher than the actual speed (for example, if the actual speed is 60 km / h, the perceived speed is 70 km / h).

[0040] In the example shown in Figure 7, the straight line representing the first process and the straight line representing the second process are discontinuous at the speed limit and have approximately equal slopes. However, these straight lines may be continuous at the speed limit and have different slopes, or they may be discontinuous at the speed limit and have different slopes.

[0041] With the above configuration, each of the four vibrators 21-24 located in the seat S is vibrated according to the accelerator opening, which is driving condition information, thereby generating a highly realistic simulated engine vibration.

[0042] Furthermore, since the transducers 21 and 22 are positioned on the backrest S1 and the transducers 23 and 24 are positioned on the seat surface S2, it is possible to generate highly accurate simulated engine vibrations when the actual engine vibrations occurring in a gasoline-powered vehicle differ between the backrest S1 and the seat surface S2.

[0043] Furthermore, since the two transducers 21 and 22 are positioned on the rear portion S1, it is possible to generate highly accurate simulated engine vibrations when the actual engine vibrations occurring in a gasoline-powered vehicle differ depending on the position within the rear portion S1. In addition, since the two transducers 23 and 24 are positioned on the seat portion S2, it is possible to generate highly accurate simulated engine vibrations when the actual engine vibrations occurring in a gasoline-powered vehicle differ depending on the position within the seat portion S2.

[0044] Furthermore, since two vibrators 21 and 22 are positioned on the backrest S1 and two vibrators 23 and 24 are positioned on the seat surface S2, four vibrators 21 to 24 are arranged three-dimensionally with respect to the seated person (driver), making it possible to create a twisting sensation through vibration.

[0045] Furthermore, the present invention is not limited to the embodiments described above, and includes other configurations that can achieve the objectives of the present invention, as well as the following modifications.

[0046] For example, in the above embodiment, the amplitude A(x), interval Δt(x), and center time t0 of the oscillators 21-24 were assumed to be different from each other, but other parameters may also be different. For example, the frequency or wavelength of the pulses constituting the pulse group, or the number of pulses, may differ among multiple oscillators. Also, depending on the actual engine vibration, some of the vibration parameters of the multiple oscillators may be equal to each other.

[0047] Furthermore, in the above embodiment, the vibration generating device 1 is provided with both vibrators 21 and 22 located on the back portion S1 and vibrators 23 and 24 located on the seat portion S2. However, the vibration generating device may be provided with only vibrators located on the back portion S1, or with only vibrators located on the seat portion S2.

[0048] Furthermore, in the above embodiment, two transducers 21 and 22 are arranged on the backrest S1 and two transducers 23 and 24 are arranged on the seat surface S2. However, the backrest S1 and seat surface S2 may each have three or more transducers, or they may each have only one transducer. Also, the number of transducers arranged on the backrest S1 and the seat surface S2 may be different from each other.

[0049] Furthermore, in the above embodiment, the vibrators 21 and 22 arranged on the back portion S1 have similar (approximately parallel) vibration directions, and the vibrators 23 and 24 arranged on the seat portion S2 have similar (approximately parallel) vibration directions. However, two or more vibrators arranged on the same target part may have different vibration directions. For example, in the case of vibrators arranged on the seat portion S2, one vibrator may have a vibration direction perpendicular to the upper surface of the seat portion S2, while the other vibrators may have a vibration direction inclined with respect to this perpendicular direction, or a direction along the in-plane direction of the upper surface of the seat portion S2.

[0050] With this configuration, it is possible to generate highly accurate simulated engine vibrations when the actual engine vibrations occurring in a gasoline-powered vehicle have different vibration directions depending on the location within a single part. Furthermore, a configuration that allows the vibration direction to be changed may be provided by adding a driving means to change the orientation of the entire vibrator (for example, changing the tilt angle).

[0051] Furthermore, in the above embodiment, the speed of the moving body was used as the speed determination value and the speed limit was used as the threshold value, but the threshold value may be lower or higher than the speed limit. Also, acceleration may be used as the speed determination value, or the sum of the speed and acceleration may be used as the speed determination value. That is, it may be determined whether or not the speed limit has actually been exceeded, or whether or not the speed limit is likely to occur. For example, if the acceleration exceeds a predetermined threshold value, the second process may be executed assuming that there is a possibility of speed limit being exceeded, or if the sum of the speed and acceleration exceeds a threshold value, the second process may be executed assuming that there is a possibility of speed limit being exceeded.

[0052] Furthermore, in the above embodiment, the vibration intensity was determined by the first or second process from the time the moving body entered the general road from the expressway until the termination condition was met. However, the control unit 3 may determine the vibration intensity by the first or second process at an appropriate timing. For example, it may be possible to determine whether the speed limit is being exceeded at all times while the moving body is in motion (i.e., omit steps S1, S5, and S6) and then execute the first or second process.

[0053] Furthermore, in the above embodiment, the first or second process is executed based on whether the speed judgment value is below a threshold, but the first and second processes may be switched based solely on the driving environment information.

[0054] Furthermore, in the above embodiment, the first or second process is executed based on whether the speed judgment value is below a threshold, but the first and second processes may be switched based solely on the driving environment information.

[0055] For example, the first process may be executed under normal circumstances, and the second process may be executed without comparing the speed determination value with the threshold value from the time the moving object enters a general road from a highway until the termination condition (for example, the same conditions as in the above embodiment) is met. In other words, when the moving object enters a general road from a highway, the perceived speed may be increased regardless of whether or not speeding has occurred, thereby preventing speeding.

[0056] Furthermore, the control unit 3, acting as a second acquisition unit, may acquire the road gradient as driving environment information, execute the first process under normal circumstances, and execute the second process when the gradient exceeds a threshold. Speeding is likely to occur on downhill slopes, and speed reduction on uphill slopes can cause congestion. Therefore, by switching to the second process to increase or decrease the perceived speed according to the road gradient, the driver can be naturally encouraged to drive at a desirable speed. The road gradient to be acquired may be the gradient at the current position of the moving object, or the gradient at a position ahead of the current position. The control unit 3 may also acquire the road gradient by using sensors or cameras that transmit and receive electromagnetic waves, or it may acquire the road gradient from the map information storage unit 30.

[0057] Furthermore, the control unit 3, acting as a second acquisition unit, may acquire at least one of the following as driving environment information: brightness around the moving object and time of day. Normally, the first process is executed, and the second process is executed when the brightness falls below a threshold or when the time becomes nighttime. When the area around the moving object is dark, visibility tends to decrease, so it is preferable to drive at a low speed. Therefore, by switching to a second process that increases the perceived speed when the brightness falls below a threshold or when the time becomes nighttime, driving at a low speed can be encouraged. Nighttime can be determined based on the time of sunset, and for example, it may be a different time for summer and winter.

[0058] Furthermore, the control unit 3, acting as a second acquisition unit, may acquire the degree of deterioration of the road surface condition, and normally execute the first process, while executing the second process when the degree of deterioration exceeds a threshold. When the road surface condition is deteriorated, it may be difficult to control the movement of the vehicle, so it is preferable to drive at a low speed. Therefore, if the degree of deterioration of the road surface condition exceeds a threshold, switching to a second process that increases the perceived speed can encourage driving at a low speed. Examples of situations where the degree of deterioration of the road surface condition is high include when the road surface is frozen or when the road surface has many irregularities.

[0059] Furthermore, in the above embodiment, the vibration intensity obtained by the second process was made higher than the vibration intensity obtained by the first process at the same speed to suppress speeding. However, as shown in Figure 8, the vibration intensity obtained by the second process may be made lower than the vibration intensity obtained by the first process at the same speed. For example, if the driving speed decreases while driving on a highway, causing congestion, the vibration intensity may be lowered to lower the perceived speed, thereby encouraging an increase in speed.

[0060] Furthermore, in the above embodiment, amplitude A(x) and interval Δt(x) were exemplified as vibration parameters for determining vibration intensity, but vibration intensity may also be determined by adjusting other vibration parameters. For example, vibration intensity may be determined by using the period or wavelength of the pulses constituting the pulse group as vibration parameters.

[0061] Furthermore, in the above embodiment, the vibration generator 1 was installed in an electric vehicle equipped with a motor as a power source, but the vibration generator 1 may also be installed in a hybrid vehicle equipped with an engine and a motor. In addition, if the generated engine vibration is small, or if the engine speed and acceleration are not proportional (for example, in a vehicle with a continuously variable transmission), the vibration generator 1 may be installed in an engine vehicle that does not have a motor.

[0062] Furthermore, the vibration generating device may be mounted on a seat in a fixed (non-moving) device, for example, on a seat in a game cabinet for a racing game or on a seat in a driving simulator.

[0063] Furthermore, in the above embodiment, pseudo-engine vibrations are generated by the vibrators 21-24, but the vibration generating device may also be equipped with a sound generating unit such as a speaker to generate pseudo-engine sounds corresponding to the travel speed of the moving body. In this case, the sound generating unit may be provided separately from the vibrators 21-24, or all or some of the multiple vibrators 21-24 may be used as sound generating units by utilizing the sound generated when the vibrators 21-24 vibrate.

[0064] Furthermore, while the best configurations and methods for carrying out the present invention are disclosed in the above description, the present invention is not limited thereto. That is, although the present invention is particularly illustrated and described with respect to specific embodiments, those skilled in the art can make various modifications to the embodiments described above in terms of shape, material, quantity, and other detailed configurations without departing from the scope of the technical idea and objectives of the present invention. Therefore, the descriptions of shapes, materials, etc. disclosed above are illustrative to facilitate understanding of the present invention and do not limit the present invention. Accordingly, descriptions of components with some or all of these limitations removed are included in the present invention. [Explanation of symbols]

[0065] 1. Vibration Generator 21-24 Oscillators 3. Control Unit (Acquisition Unit) S seat S1 back part S2 Seat part

Claims

1. Multiple oscillators are placed in the seats of the mobile vehicle, An acquisition unit that acquires driving state information relating to the driving state of the aforementioned moving body, The system includes a control unit that controls each of the plurality of vibrators according to the driving state information, The control unit is characterized by vibrating the plurality of vibrators in order, starting with the vibrator closest to the virtual vibration source.

2. The vibration generating device according to claim 1, characterized in that the aforementioned driving state information includes at least one of the following: the rotational speed of the power source of the moving body, the accelerator opening, and the driving speed.

3. The vibration generating device according to claim 1 or 2, characterized in that the control unit controls the vibration of the plurality of vibrators such that at least one of the frequency, amplitude, time variation of amplitude, and interval between pulse groups is different from one another.

4. The vibration generating device according to any one of claims 1 to 3, characterized in that the plurality of vibrators include those arranged on the back of the seat and those arranged on the seat surface.

5. The vibration generating device according to any one of claims 1 to 4, characterized in that the plurality of vibrators include those arranged in the same target area of ​​the seat.

6. The vibration generating device according to claim 5, characterized in that the two or more vibrators arranged in the same target area have different vibration directions.

7. The vibration generating device according to any one of claims 1 to 6, characterized in that the moving body is equipped with a motor as a power source.

8. The vibration generating device according to any one of claims 1 to 7, further comprising a sound generating unit that generates a simulated engine sound corresponding to the travel speed of the moving body.

9. A vibration generation method performed by a vibration generating device that vibrates a plurality of vibrators arranged in the seat of a moving object, A step of acquiring driving state information relating to the driving state of the aforementioned moving object, The process includes the step of controlling each of the plurality of vibrators according to the driving state information, The vibration generation method is characterized in that, in the control step, the plurality of vibrators are vibrated sequentially, starting with the vibrator closest to the virtual vibration source.

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