Vehicle

Abstract

This vehicle comprises: a drive motor; an operation unit used for an operation for changing a command value of a regenerative brake generated by the drive motor; an information presentation device for presenting information to an occupant; and a control device having one or more processors and one or more memories connected to the processors. The processors execute processing that includes performing information presentation control for causing the information presentation device to present information corresponding to the command value of the regenerative brake when the operation is performed.

Description

vehicle

[0001] The present invention relates to a vehicle.

[0002] Conventionally, there is a technology for presenting information regarding the steering state of a steering wheel to a driver so that the driver can understand the steering state of the steering wheel. For example, Patent Document 1 discloses a technology for displaying information regarding the steering angle and steering direction of the steering wheel on an instrument panel.

[0003] Japanese Patent Application Laid-Open No. 2007-62706

[0004] In a vehicle, a driver can generate a deceleration force by shifting gears. For example, in an engine vehicle, before deceleration by engine braking, engine noise and increased vibration due to an increase in engine speed occur, allowing occupants to predict the vehicle's deceleration before the deceleration force is generated. On the other hand, in an electric vehicle, the deceleration force is generated without changing the rotation speed of the drive motor, so occupants cannot predict the vehicle's deceleration before the deceleration force is generated. Thus, in an electric vehicle, the timing at which the occupants recognize the vehicle's deceleration is delayed compared to an engine vehicle. This reduces the predictability of vehicle behavior.

[0005] The present invention aims to improve the predictability of vehicle behavior.

[0006] In order to solve the above problem, the vehicle of the present invention comprises: a drive motor; an operation unit used to change the command value of the regenerative brake by the drive motor; an information presentation device that presents information to occupants; and a control device having one or more processors and one or more memories connected to the processors, wherein the processor executes processing including information presentation control that causes the information presentation device to present information according to the command value of the regenerative brake when the operation is performed.

[0007] According to the present invention, it is possible to improve predictability of vehicle behavior.

[0008] FIG. 1 is a schematic diagram of a vehicle according to a first embodiment. FIG. 2 is a diagram schematically illustrating a system configuration of an information presentation device according to the first embodiment. FIG. 3 is a diagram schematically illustrating first and second examples of excitation waveforms according to the first embodiment. FIG. 4 is a diagram illustrating the relationship between time and pressure of a stimulus applied to an occupant, the relationship between time and an electrical pulse generated when Merkel cells are stimulated, the relationship between time and an electrical pulse generated when Meissner's corpuscles are stimulated, and the relationship between time and an electrical pulse generated when Pacinian corpuscles are stimulated. FIG. 5 is a diagram illustrating the frequency sensitivity distribution of Pacinian corpuscles and Meissner's corpuscles. FIG. 6 is a diagram schematically illustrating an example of gain adjustment in a first gain adjustment unit. FIG. 7 is a diagram schematically illustrating an example of a microphone output history. FIG. 8 is a diagram illustrating an example of a correlation between sound pressure and frequency of environmental sound. FIG. 9 is a diagram schematically illustrating an example of gain adjustment in a second gain adjustment unit. FIG. 10 is a block diagram illustrating an example of the configuration of a control device according to the first embodiment. FIG. 11 is a block diagram illustrating an example of the functional configuration of a control device according to the first embodiment.

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Specific dimensions, materials, numerical values, etc. shown in the embodiments are merely examples for facilitating understanding of the invention and do not limit the present invention unless otherwise specified. In this specification and drawings, elements having substantially the same functions and configurations are designated by the same reference numerals to avoid redundant explanation, and elements not directly related to the present invention are not shown.

[0010] Fig. 1 is a schematic diagram of a vehicle 100 according to a first embodiment. In Fig. 1, the Z direction indicates the vertical direction, the X direction indicates a predetermined horizontal direction, and the Y direction indicates a horizontal direction perpendicular to the X direction. The X direction is, for example, the forward / rearward direction of the vehicle 100, and the Y direction is, for example, the left / right direction of the vehicle 100.

[0011] The vehicle 100 includes a drive motor 200, an operation unit 300, an information presentation device 400, and a control device 500. The vehicle 100 is an electric vehicle equipped with the drive motor 200 as a drive source. However, the present invention is not limited to this, and the vehicle 100 may also be a hybrid vehicle equipped with two drive sources, an engine and the drive motor 200. The vehicle 100 travels on a road surface by transmitting driving force generated from the drive source to wheels 110 via a power transmission mechanism (not shown). Here, configurations related to the features of the first embodiment will be described in detail, and configurations unrelated to the features of the first embodiment will not be described.

[0012] The drive motor 200 obtains driving force from electric power supplied from a battery via an inverter (not shown). The drive motor 200 also functions as a generator when it is not receiving electric power. The electric power generated by the drive motor 200 is stored in the battery via the inverter. The inverter converts direct current supplied from the battery into alternating current and supplies it to the drive motor 200. The inverter is also electrically connected to a control device 500, and adjusts the power supplied to the drive motor 200 based on control commands from the control device 500. This adjusts the driving force of the drive motor 200.

[0013] The operation unit 300 is, for example, a paddle shifter. The paddle shifter is provided, for example, on a steering wheel and receives a shift operation performed by the driver to change the brake level, which indicates the degree of regenerative braking of the drive motor 200. However, the operation unit 300 is not limited to a paddle shifter as long as it has the function of changing the brake level, which indicates the degree of regenerative braking. For example, the operation unit 300 may be a shift knob or a touch panel. The driver can generate regenerative braking by the drive motor 200 by performing a shift operation. Multiple brake levels are set in the vehicle 100, and the driver can switch to a desired brake level by performing a shift operation. Therefore, regenerative braking can be generated by switching to a brake level with a stronger regenerative braking effect. Furthermore, the stronger the regenerative braking effect at the switched brake level, the larger the regenerative braking command value. As a result, the deceleration of the vehicle 100 caused by regenerative braking increases. In this way, the operating unit 300 is used for a shift operation, which is an operation for changing a command value for regenerative braking by the drive motor 200 .

[0014] The operating unit 300 has a shift sensor (not shown) that detects the operation result of the shift operation. The detection result by the shift sensor is sent to the control device 500. The operation result of the shift operation includes, for example, information on which brake level the shift operation was performed to.

[0015] 2 is a diagram schematically illustrating the system configuration of an information presentation device 400 according to the first embodiment. As illustrated in FIG. 2 , the information presentation device 400 includes a waveform generation unit 410, a command value calculation unit 420, a first gain adjustment unit 430, a microphone 440, a sensing value calculation unit 450, a second gain adjustment unit 460, and an output unit 470.

[0016] The information presentation device 400 presents information to a passenger on board the vehicle 100. The information presentation device 400 presents to the passenger an indication of an upcoming behavior of the vehicle 100, for example, by a sound or vibration output from the output unit 470. The waveform generation unit 410 generates an excitation waveform, which is the waveform of the vibration output by the output unit 470.

[0017] 3 is a diagram schematically illustrating first and second examples of excitation waveforms according to the first embodiment, in which the horizontal axis represents time and the vertical axis represents voltage, which is the amplitude of the excitation waveform.

[0018] The excitation waveform may be, for example, a sine wave, as shown in the upper part of Fig. 3. Furthermore, the excitation waveform may be, for example, a waveform obtained by combining a plurality of sine waves with different wavelengths, as shown in the lower part of Fig. 3. However, the excitation waveform is not limited to this, and may be various waveforms, such as a rectangular wave, a triangular wave, or a waveform that imitates the running sound of the vehicle 100. Furthermore, the excitation waveform may be a waveform obtained by combining various waveforms.

[0019] In the first embodiment, the frequency of the excitation waveform is, for example, in the range of 100 to 400 Hz. More preferably, the frequency of the excitation waveform is in the range having a dominant frequency of 150 to 300 Hz. Here, the occupant of the vehicle 100 has Merkel cells, Meissner's corpuscles, Pacinian corpuscles, etc. as sensory receptors.

[0020] Figure 4 shows the relationship between the pressure of the stimulus applied to the occupant and time, the relationship between the electrical pulse generated when Merkel cells are stimulated and time, the relationship between the electrical pulse generated when Meissner's corpuscles are stimulated and time, and the relationship between the electrical pulse generated when Pacinian corpuscles are stimulated and time. In the top row of Figure 4, the horizontal axis represents time and the vertical axis represents pressure. In rows other than the top row of Figure 4, the horizontal axis represents time and the vertical axis represents the electrical pulse generation state.

[0021] As shown in Figure 4, Merkel cells have a slower response than Meissner's corpuscles and Pacinian corpuscles, and are highly sensitive to low-frequency stimuli ranging from direct current to a few Hz. Meissner's corpuscles also have a faster response than Merkel cells, and are highly sensitive to stimuli with frequencies ranging from a few Hz to 200 Hz. Meissner's corpuscles emit electrical pulses when there is a rate of change in contact pressure. Pacinian corpuscles have a faster response than Merkel cells and Meissner's corpuscles, and are highly sensitive to stimuli with frequencies ranging from 70 Hz to 1000 Hz. Pacinian corpuscles emit electrical pulses at the moment of a transient change in contact pressure. Among Merkel cells, Meissner's corpuscles, and Pacinian corpuscles, Pacinian corpuscles are considered to have the highest sensitivity. Therefore, Pacinian corpuscles are considered to be the most sensitive receptors for passengers to perceive minute vibrations as combined auditory and tactile information.

[0022] Figure 5 shows the frequency sensitivity distribution of Pacinian corpuscles and Meissner corpuscles. In Figure 5, the dashed line shows the sensitivity distribution of Meissner corpuscles, and the solid line shows the sensitivity distribution of Pacinian corpuscles. In Figure 5, the horizontal axis shows frequency, and the vertical axis shows amplitude above threshold, with smaller values ​​indicating better sensitivity.

[0023] As shown in Figure 5, Pacinian corpuscles exhibit good sensitivity in the range of 100 to 400 Hz, and even better sensitivity in the range of 150 to 300 Hz. This range is included in the range of 20 Hz to 20 kHz, which is generally considered to be the human audible range. The dominant frequency of the excitation waveform can be set to 250 Hz, for example.

[0024] The command value calculation unit 420 acquires the operation result of the shift operation from the operation unit 300, calculates a command value for the regenerative brake based on the operation result, and sequentially transmits the calculated command value to the first gain adjustment unit 430.

[0025] The first gain adjustment unit 430 performs a first gain adjustment on the fundamental wave of the excitation waveform generated by the waveform generation unit 410. The first gain adjustment changes the gain G1, which is a first gain by which the voltage of the excitation waveform is multiplied, in accordance with the command value for regenerative braking input from the command value calculation unit 420. For example, the first gain adjustment changes the gain G1 by which the voltage of the excitation waveform is multiplied in accordance with the command value for regenerative braking.

[0026] FIG. 6 is a diagram schematically illustrating an example of gain adjustment in the first gain adjuster 430. In FIG. 6, the horizontal axis represents the regenerative braking command value, and the vertical axis represents the gain G1 by which the voltage of the excitation waveform is multiplied. Note that the voltage of the excitation waveform is a value that depends on the amplitude of the excitation waveform. Therefore, the higher the voltage of the excitation waveform, the larger the amplitude of the excitation waveform. Also, the lower the voltage of the excitation waveform, the smaller the amplitude of the excitation waveform.

[0027] 6, the gain G1 increases as the regenerative braking command value increases. The rate of increase of the gain G1 is maximum in a region where the regenerative braking command value is small, and decreases as the regenerative braking command value increases.

[0028] The gain G1 can be calculated from the command value of the regenerative brake using a logarithmic function. For example, the gain G1 is expressed by the following formula 1. Gain G1=log(command value of the regenerative brake×coefficient k) (Formula 1)

[0029] Here, coefficient k is a value set during the development stage of vehicle 100 in accordance with the characteristics of vehicle 100. The characteristics of vehicle 100 include, for example, the center of gravity position, vehicle specifications that affect the load transfer of each wheel during braking, and suspension characteristics. First gain adjustment unit 430 sets gain G1 based on the regenerative brake command value with reference to the graph shown in FIG.

[0030] The microphone 440 is a sound collecting device provided in the cabin of the vehicle 100 and collects environmental sounds of the vehicle 100. In the first embodiment, the microphone 440 collects environmental sounds in the cabin. The microphone 440 is disposed, for example, in a position close to the ears of the occupants. Specifically, the microphone 440 is provided in a headrest portion of a seat of the vehicle 100. The output of the microphone 440 is transmitted to the sensing value calculation unit 450.

[0031] The sensing value calculation unit 450 extracts components of a predetermined frequency band from the environmental sound of the vehicle 100 acquired by the microphone 440, and transmits the sound pressure of the extracted components to the second gain adjustment unit 460 as a sensing value.

[0032] 7 is a diagram schematically illustrating an example of the output history of the microphone 440. In FIG. 7, the horizontal axis represents time, and the vertical axis represents the sound pressure of the environmental sound acquired by the microphone 440.

[0033] The sensing value calculation unit 450 performs a fast Fourier transform (FFT) on the acoustic signal of the environmental sound acquired by the microphone 440 to convert it into the frequency domain. The sensing value calculation unit 450 also performs a band-pass filter process to extract components of a predetermined frequency band from the converted frequency domain. Here, the frequency band to be extracted is set so as to include the dominant frequency of the excitation waveform output by the waveform generation unit 410. The sensing value calculation unit 450 sets the average sound pressure of the extracted frequency band as the sensing value to be used for the second gain adjustment.

[0034] Fig. 8 is a diagram showing an example of the correlation between sound pressure and frequency of environmental sound. In Fig. 8, the horizontal axis represents frequency and the vertical axis represents sound pressure. The band-pass filter extracts, for example, a frequency band near 250 Hz, which is the dominant frequency of the excitation waveform in the waveform generation unit 410. The average value of the sound pressure in the extracted frequency band is provided to the second gain adjustment unit 460 as a sensing value.

[0035] The second gain adjustment unit 460 performs a second gain adjustment on the excitation waveform after the first gain adjustment. The second gain adjustment changes the gain of the excitation waveform in accordance with the sensed value of cabin noise in order to adjust the output amplitude of the excitation waveform in accordance with changes in environmental noise while the vehicle 100 is traveling. Examples of environmental noise while the vehicle 100 is traveling include drivetrain noise, aerodynamic noise, and road noise. The second gain adjustment unit 460 performs the second gain adjustment based on the output of the sensing value calculation unit 450. Specifically, the second gain adjustment unit 460 sets a gain G2, which is a second gain, based on the sensing value output by the sensing value calculation unit 450.

[0036] FIG. 9 is a diagram schematically illustrating an example of gain adjustment by the second gain adjustment unit 460. In FIG. 9, the horizontal axis represents the sensed value, and the vertical axis represents the gain G2 multiplied by the voltage of the excitation waveform. As shown in FIG. 9, the gain G2 increases as the sensed value increases. The gain G2 is set, for example, so that the sound pressure of the sound generated by the excitation amplitude output from the output unit 470 does not dominate the sound pressure of the ambient sound at the occupant's ear. Preferably, the gain G2 is set so that the sound generated by the excitation amplitude blends in with the ambient sound of the vehicle and reaches a sound pressure level that the occupant can unconsciously hear. The second gain adjustment unit 460 sets the gain G2 based on the sensed value of the interior noise by referring to the graph shown in FIG. 9.

[0037] The output value A, which is the voltage of the vibration waveform after the first gain adjustment and the second gain adjustment, is expressed by the following equation 2: Output value A = Waveform generator output value × Gain G1 × Gain G2 = Waveform generator output value × log (regenerative brake command value × coefficient k) × Gain G2 (Equation 2)

[0038] The output unit 470 is a vibration device disposed in the passenger compartment of the vehicle 100. The output unit 470 includes, for example, a vibrator that generates vibrations. The vibrator is provided, for example, in a paddle shifter on a steering wheel and vibrates the paddle shifter. The output unit 470 uses the output value A to vibrate the paddle shifter, which is the operation unit 300, and generate vibrations. Alternatively, the vibrator, which is the output unit 470, may be provided, for example, in the steering wheel near the paddle shifter and may vibrate the steering wheel. In this case, the output unit 470 uses the output value A to vibrate the steering wheel, which is near the operation unit 300, and generate vibrations. In this way, the output unit 470 uses the output value A to vibrate the operation unit 300 or the vicinity of the operation unit 300, and generate vibrations. However, the present invention is not limited to this. The output unit 470 may also use the output value A to vibrate the area around the occupant in the passenger compartment with sound. The output unit 470 includes, for example, a speaker that generates sound. The speaker is, for example, a speaker used for audio playback in an in-car audio device. However, the speaker is not limited to this, and may be a speaker separate from the in-car audio device. In this way, the output unit 470 may use the output value A to cause the speaker to generate sound vibrations.

[0039] FIG. 10 is a block diagram showing an example of the configuration of a control device 500 according to the first embodiment. The control device 500 controls the entire vehicle 100. Specifically, the control device 500 controls the traction motor 200 and the information presentation device 400. As shown in FIG. 10 , the control device 500 includes an I / F 510, a storage device 520, a system bus 530, one or more processors 540, and one or more memories 550. The I / F 510 is an interface for communicating with the traction motor 200, the operation unit 300, the information presentation device 400, and the vehicle speed sensor 600. For example, the I / F 510 acquires data transmitted from the operation unit 300 and the vehicle speed sensor 600. The I / F 510 also transmits control signals to the traction motor 200 and the information presentation device 400. The vehicle speed sensor 600 detects the speed of the vehicle 100 and transmits information indicating the detected vehicle speed to the control device 500.

[0040] The storage device 520 is composed of RAM, flash memory, HDD, etc., and holds various information necessary for the processing of the processor 540 described below. The system bus 530 electrically connects the I / F 510, storage device 520, processor 540, and memory 550, and is a transmission path for transmitting data among them.

[0041] The processor 540 includes, for example, a CPU (Central Processing Unit). The memory 550 includes, for example, a ROM (Read Only Memory) and a RAM (Random Access Memory). The ROM is a storage element that stores programs and calculation parameters used by the CPU. The RAM is a storage element that temporarily stores data such as variables and parameters used in processing executed by the CPU.

[0042] Fig. 11 is a block diagram showing an example of the functional configuration of the control device 500 according to the first embodiment. For example, as shown in Fig. 11, the control device 500 includes an acquisition unit 500a and a control unit 500b.

[0043] The processor 540 cooperates with the programs contained in the memory 550 and executes the programs contained in the memory 550 to realize various processes including the processes described below that are performed by the acquisition unit 500a and the control unit 500b.

[0044] The acquisition unit 500a acquires information related to the driving of the vehicle 100. The acquisition unit 500a acquires information related to the driving of the vehicle 100, for example, from the operation unit 300 or the vehicle speed sensor 600. The information related to the driving of the vehicle 100 includes information related to the operation result of the shift operation by the operation unit 300. The information related to the operation result of the shift operation by the operation unit 300 includes, for example, information on which brake level the shift operation was performed to. The information related to the driving of the vehicle 100 also includes information related to the opening degree of the accelerator pedal (not shown) and information related to the rotation speed of the drive motor 200.

[0045] The control unit 500b controls the traction motor 200 based on information related to the driving of the vehicle 100. Specifically, the control unit 500b calculates the driving torque of the traction motor 200 based on the accelerator pedal opening and the rotation speed of the traction motor 200. The control unit 500b also calculates the target regenerative torque of the traction motor 200 based on the operation result, which is the result of the shift operation. This allows the control unit 500b to calculate the braking torque of the traction motor 200 based on the accelerator pedal opening, the rotation speed of the traction motor 200, and the operation result, which is the result of the shift operation. The control unit 500b controls the traction motor 200 based on the calculated driving torque, target regenerative torque, or braking torque.

[0046] Furthermore, the control unit 500b executes information presentation control to cause the information presentation device 400 to present information. Specifically, when the driver operates the operation unit 300, the control unit 500b executes a generation process to cause the waveform generation unit 410 to generate a vibration waveform.

[0047] Next, the control unit 500b executes a calculation process to cause the command value calculation unit 420 to calculate a command value for the regenerative brake. Then, the control unit 500b executes a first gain setting process to set a gain G1 according to the command value for the regenerative brake by the first gain adjustment unit 430.

[0048] The control unit 500b also executes a sensing value setting process to set, as a sensing value, the average sound pressure of the frequency band extracted from the environmental sound by the sensing value calculation unit 450. The control unit 500b then executes a second gain setting process to set, by the second gain adjustment unit 460, a gain G2 according to the sensing value.

[0049] Then, the control unit 500b executes an output process in which the output unit 470 outputs the vibration of the excitation waveform after the first gain adjustment by the first gain adjustment unit 430 and the second gain adjustment by the second gain adjustment unit 460.

[0050] In a vehicle, a driver can generate a deceleration force by shifting gears. For example, in an engine vehicle, before deceleration by engine braking, engine noise and increased vibration due to an increase in engine speed occur, allowing occupants to predict the vehicle's deceleration before the deceleration force is generated. On the other hand, in an electric vehicle, the deceleration force is generated without changing the rotation speed of the drive motor, so occupants cannot predict the vehicle's deceleration before the deceleration force is generated. Thus, in an electric vehicle, the timing at which the occupants recognize the vehicle's deceleration is delayed compared to an engine vehicle. This reduces the predictability of vehicle behavior.

[0051] Therefore, the control unit 500b performs information presentation control to cause the information presentation device 400 to present information according to a regenerative braking command value when a shift operation is performed. Specifically, when a shift operation is performed, the control unit 500b adjusts the gain G1 according to the regenerative braking command value and presents sound or vibration as information to the occupant. For example, the control unit 500b increases the amplitude of the vibration presented to the occupant as the regenerative braking command value increases when the shift operation is performed. For example, in the above example, the gain G1 increases according to the regenerative braking command value, resulting in a larger output value A, which is the voltage of the vibration waveform. In other words, the amplitude of the vibration presented to the occupant increases. Increasing the amplitude of the vibration presented to the occupant can increase the pressure applied to the occupant and increase the level at which the occupant perceives the vibration. However, the control unit 500b may change the frequency, rather than the amplitude, of the vibration according to the regenerative braking command value when the shift operation is performed. For example, the control unit 500b may increase the frequency of the vibration presented to the occupant as the regenerative braking command value increases when a shift operation is performed. Here, the frequency of the vibration presented to the occupant is varied within a range of, for example, 100 to 400 Hz. Increasing the frequency of the vibration presented to the occupant can change the frequency band of Pacinian corpuscles from a low sensitivity frequency to a high sensitivity frequency band, thereby increasing the level at which the occupant perceives the vibration. This allows the occupant to be presented with a sound or vibration after a shift operation and before the occupant perceives the deceleration force generated in the vehicle 100, thereby enabling the occupant to foresee the vehicle behavior occurring during the shift operation. As a result, the occupant's predictability of the vehicle behavior during the shift operation is improved, preventing the occupant from feeling abrupt about the vehicle behavior. Furthermore, the amplitude of the vibration emitted from the output unit 470 is adjusted by a gain G1 that changes depending on the regenerative braking command value from the operation unit 300, allowing the occupant to foresee the magnitude of the deceleration.

[0052] Furthermore, when the output unit 470 is a speaker, sound vibrations can be presented to the occupants as information in the information presentation control using the speaker. When a speaker is used as the output unit 470, an existing speaker installed in the vehicle 100 can be used, and information can be presented to the occupants without adding a new component. Furthermore, information can be presented to occupants other than the driver, such as in the passenger seat of the vehicle 100.

[0053] Furthermore, when the output unit 470 is a vibrator, vibrations as information can be presented to the occupants using the vibrator in the information presentation control. When a vibrator is used as the output unit 470, information can be presented only to the driver without presenting information to occupants other than the driver, such as in the passenger seat of the vehicle 100.

[0054] Furthermore, the control unit 500b changes the amplitude of the vibration presented to the occupant in accordance with the regenerative braking command value. For example, the control unit 500b increases the amplitude of the vibration presented to the occupant as the regenerative braking command value increases. Alternatively, the control unit 500b changes the frequency of the vibration presented to the occupant in accordance with the regenerative braking command value. For example, the control unit 500b increases the frequency of the vibration presented to the occupant as the regenerative braking command value increases. This allows the occupant to predict the magnitude of the deceleration force of the vehicle 100 due to the regenerative braking. Furthermore, the sound and vibration emitted from the output unit 470 can be made more easily noticeable to the occupant. Note that the control unit 500b may change only one of the amplitude and frequency of the vibration presented to the occupant, or may change both the amplitude and frequency of the vibration presented to the occupant.

[0055] Furthermore, when a shift operation is performed, in addition to the information presentation control, the control unit 500b causes the speaker, which is the output unit 470, to output a sound effect indicating that a shift operation has been performed. For example, when a shift operation is performed, the control unit 500b causes the speaker to output a pseudo engine sound that simulates an increase in engine speed as a sound effect. However, this is not limited to this, and the control unit 500b may also cause the speaker to output a sound that gradually increases in frequency from low to high as a sound effect when a shift operation is performed. This allows the occupant to be given an operating feel similar to that of an engine vehicle, in addition to the presentation of information in the information presentation control.

[0056] Furthermore, in the information presentation control, the control unit 500b changes information in accordance with the detection result of the microphone 440, which is a sound sensor, in addition to the command value for the regenerative brake. As a result, the amplitude of the vibration to be presented to the occupant according to the magnitude of the command value for the regenerative brake is added based on the amplitude of the vibration in the frequency band extracted from the environmental sound acquired by the microphone 440. As a result, it is possible to make the sound and vibration emitted from the output unit 470 easily recognizable to the occupant, regardless of the volume of the environmental sound of the vehicle 100.

[0057] Furthermore, in the information presentation control, the control unit 500b changes information in accordance with the detection result of the vehicle speed sensor 600, in addition to the regenerative braking command value. Here, the faster the vehicle speed of the vehicle 100, the louder the ambient sound of the vehicle 100. Therefore, the control unit 500b increases the amplitude of the vibration presented to the occupant as the vehicle speed increases. For example, the control unit 500b does not acquire ambient sound from the microphone 440, but acquires information about the vehicle speed from the vehicle speed sensor 600. The control unit 500b then calculates the vehicle speed of the vehicle 100 based on the information about the vehicle speed, and adjusts the gain G2 based on the calculated vehicle speed. In other words, the control unit 500b adjusts the gain G2 using the vehicle speed instead of the ambient sound. Specifically, the gain G2 is adjusted so that it increases as the vehicle speed increases. As a result, the amplitude of the vibration waveform adjusted by the gain G2 is used as a base, and the amplitude of the vibration presented to the occupant according to the magnitude of the regenerative braking command value is added. As a result, the sound and vibration emitted from the output unit 470 can be easily recognized by the occupants regardless of the speed of the vehicle 100.

[0058] Furthermore, by making the excitation waveform have a dominant frequency within the frequency band of 100 to 400 Hz, it becomes possible to use Pacinian corpuscles, which are in the audible range and highly sensitive to skin sensation, and this improves the passenger's recognition of the sound, thereby enabling more reliable transmission of information to the passenger.

[0059] While the preferred embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is clear that those skilled in the art can conceive of various modifications and alterations within the scope of the claims, and it is understood that such modifications and alterations also fall within the technical scope of the present invention.

[0060] In the above embodiment, an example has been described in which the information display device 400 changes the amplitude or frequency of the vibration in accordance with the regenerative braking command value. However, the present invention is not limited to this, and the information display device 400 does not have to change the amplitude or frequency of the vibration in accordance with the regenerative braking command value. For example, the information display device 400 may keep the amplitude or frequency of the sound or vibration to be displayed constant regardless of the magnitude of the regenerative braking command value.

[0061] In the above embodiment, an example has been described in which the frequency of the sound or vibration presented by the information presentation device 400 is in the range of 100 to 400 Hz. However, the present invention is not limited to this, and the frequency of the sound or vibration presented by the information presentation device 400 may be outside the range of 100 to 400 Hz.

[0062] In the above embodiment, an example has been described in which, in addition to the information presentation control, sound effects are output from the output unit 470. However, the present invention is not limited to this, and sound effects do not necessarily have to be output from the output unit 470.

[0063] 100 Vehicle 200 Driving motor 300 Operation unit 400 Information presentation device 500 Control device

Claims

1. A vehicle comprising: a drive motor; an operation unit used to change the command value of regenerative braking by the drive motor; an information presentation device that presents information to occupants; and a control device having one or more processors and one or more memories connected to the processors, wherein the processor executes processing including information presentation control to cause the information presentation device to present information according to the command value of the regenerative braking when the operation is performed.

2. The vehicle according to claim 1, wherein the information presentation device includes a speaker, and the processor executes processing in the information presentation control that includes presenting vibrations as the information to the occupant using the speaker.

3. The vehicle according to claim 1, wherein the information presentation device includes a vibrator, and the processor executes processing in the information presentation control that includes presenting vibrations as the information to the occupant using the vibrator.

4. The vehicle according to claim 2 or 3, wherein the processor executes processing in the information presentation control that includes changing the amplitude of the vibration in accordance with a command value for the regenerative brake.

5. The vehicle according to claim 2 or 3, wherein the processor executes processing in the information presentation control that includes changing the frequency of the vibration in accordance with a command value for the regenerative brake.

6. The vehicle according to claim 2 or 3, wherein the processor executes processing in the information presentation control that includes controlling the frequency of the vibration to be in the range of 100 to 400 Hz.

7. The vehicle according to claim 1, wherein the information presentation device includes a speaker, and the processor, when the operation is performed, executes processing including, in addition to the information presentation control, causing the speaker to output a sound effect indicating that the operation has been performed.

8. The vehicle according to claim 1, further comprising a sound sensor that detects ambient sounds of the vehicle, and wherein the processor executes processing in the information presentation control that includes changing the information in accordance with the detection result of the sound sensor in addition to the command value for the regenerative brake.

9. The vehicle according to claim 1, further comprising a vehicle speed sensor that detects the vehicle speed of the vehicle, and wherein the processor executes processing in the information presentation control that includes changing the information in accordance with the detection result of the vehicle speed sensor in addition to the command value for the regenerative brake.

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