Vehicle

Abstract

This vehicle comprises: an operation unit used for steering operation; a drive source for transmitting driving force to a front wheel; 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 processor. The processor executes processing including: performing information presentation control for causing the information presentation device to present information according to the steering amount of the steering operation; and in the information presentation control, changing the information according to the slip state of the front wheel.

Description

vehicle

[0001] The present invention relates to a vehicle.

[0002] Conventionally, there have been information display devices that display information about a driving situation to a driver so that the driver can understand the driving situation of the vehicle. For example, Patent Document 1 discloses an information display device that displays information about the steering angle and steering direction of a steering wheel on an instrument panel.

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

[0004] Incidentally, if front wheel slip occurs during acceleration of a front-wheel drive vehicle while turning, steering in the direction of further turning will deteriorate the driving condition, so it is necessary to suppress steering in the direction of further turning.

[0005] The present invention aims to suppress steering in the direction of turning the vehicle further when slippage of the front wheels occurs.

[0006] In order to solve the above problem, the vehicle of the present invention comprises: an operating unit used for steering operations; a drive source for transmitting driving force to the front wheels; an information presentation device for presenting information to occupants; and a control device having one or more processors and one or more memories connected to the processors, wherein the processor performs processing including: performing information presentation control to cause the information presentation device to present information according to the steering amount of the steering operation; and changing the information in the information presentation control according to the slip state of the front wheels.

[0007] According to the present invention, when front wheel slip occurs, steering in the direction of further turning can be suppressed.

[0008] FIG. 1 is a schematic diagram of a vehicle according to this embodiment. FIG. 2 is a diagram schematically illustrating the system configuration of an information presentation device according to this embodiment. FIG. 3 is a diagram schematically illustrating first and second examples of excitation waveforms according to this embodiment. FIG. 4 is a diagram illustrating the relationship between the pressure of a stimulus applied to an occupant and time, the relationship between the time and an electrical pulse generated when Merkel cells are stimulated, the relationship between the time and an electrical pulse generated when Meissner's corpuscles are stimulated, and the relationship between the 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 the 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 this embodiment. FIG. 11 is a block diagram illustrating an example of the functional configuration of a control device according to this 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] 1 is a schematic diagram of a vehicle 100 according to this 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 driving source 200, an operation unit 300, an information presentation device 400, a control device 500, a wheel speed sensor 600, and a yaw rate sensor 700. The vehicle 100 is an engine vehicle equipped with an engine as the driving source 200. However, the vehicle 100 is not limited to this and may be an electric vehicle equipped with a motor as the driving source 200. The vehicle 100 may also be a hybrid vehicle equipped with two driving sources 200, an engine and a motor. The vehicle 100 travels on a road surface by transmitting driving force generated by the driving source 200 to the wheels 110 via a power transmission mechanism (not shown). Here, configurations related to the features of this embodiment will be described in detail, and configurations unrelated to the features of this embodiment will not be described.

[0012] 1, the wheels 110 include front wheels 112 and rear wheels 114. In this embodiment, the vehicle 100 is a front wheel drive (FWD) vehicle that drives the front wheels 112. For example, the vehicle 100 is a front-engine front-drive (FF) vehicle.

[0013] The operation unit 300 is an operation unit used to drive the vehicle 100. The operation unit 300 is, for example, a steering wheel used for steering operations. The steering wheel receives operation inputs from the driver to control the traveling direction of the vehicle 100. The steering wheel is connected to the wheels 110 via a steering mechanism (not shown). The steering mechanism changes the direction of the wheels 110 in accordance with the rotation of the steering wheel. Hereinafter, the operation of the steering wheel will also be referred to as handle operation or steering operation.

[0014] 2 is a diagram schematically illustrating the system configuration of an information display device 400 according to this embodiment. As shown in FIG. 2, the information display device 400 includes a waveform generation unit 410, a differential calculation unit 420, a first gain adjustment unit 430, a microphone 440, a sensing value calculation unit 450, a second gain adjustment unit 460, a slip detection unit 470, a third gain adjustment unit 480, and an output unit 490.

[0015] The information presentation device 400 presents information to a passenger on board the vehicle 100. The information presentation device 400 presents to the passenger a sign of an upcoming behavior of the vehicle 100, for example, by a sound or vibration output from the output unit 490. The waveform generation unit 410 generates an excitation waveform, which is the waveform of the vibration output by the output unit 490.

[0016] 3 is a diagram showing a first example and a second example of the excitation waveform according to the present embodiment, in which the horizontal axis represents time and the vertical axis represents voltage, which is the amplitude of the excitation waveform.

[0017] The excitation waveform may be, for example, a sine wave, as shown in the first example 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 second example in the lower part of Fig. 3. However, the excitation waveform is not limited to this, and may be, for example, a rectangular wave, a triangular wave, a waveform simulating the running sound of the vehicle 100, or any other waveform. Furthermore, the excitation waveform may be a waveform obtained by combining a variety of waveforms.

[0018] In this 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 occupants of the vehicle 100 have sensory receptors such as Merkel cells, Meissner's corpuscles, and Pacinian corpuscles.

[0019] Figure 4 shows the relationship between the pressure of a stimulus applied to a human 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 all rows except the top row of Figure 4, the horizontal axis represents time, and the vertical axis represents the state of electrical pulse generation.

[0020] 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 be the most sensitive. Therefore, Pacinian corpuscles are considered to be the most sensitive receptors for humans to perceive minute vibrations as combined auditory and tactile information.

[0021] 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.

[0022] 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.

[0023] The operation unit sensor 310 is provided in the operation unit 300. The operation unit sensor 310 is a sensor that detects the amount of operation of the operation unit 300. Specifically, the operation unit sensor 310 includes a steering angle sensor that detects the amount of operation of the steering wheel. Information indicating the amount of operation of the steering wheel detected by the steering angle sensor is transmitted to the differential calculation unit 420.

[0024] The differential calculation unit 420 acquires information indicating the amount of operation of the operation unit 300, and calculates a differential value by time-differentiating the amount of operation of the operation unit 300. For example, the differential calculation unit 420 acquires information indicating the steering angle θ, which is the amount of operation of the steering wheel, from a steering angle sensor, and calculates a differential value Δθ, which is the amount of change in the steering angle θ per time. The differential calculation unit 420 sequentially transmits the calculated differential value Δθ to the first gain adjustment unit 430 and a third gain adjustment unit 480, which will be described later.

[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 differential value of the operation amount of the operation unit 300. For example, the first gain adjustment changes the gain G1 by which the voltage of the excitation waveform is multiplied in accordance with the differential value Δθ of the steering angle θ of the steering wheel.

[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 absolute value of the differential value Δθ of the steering angle θ, 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 larger the voltage of the excitation waveform, the larger the amplitude of the excitation waveform. Also, the smaller the voltage of the excitation waveform, the smaller the amplitude of the excitation waveform.

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

[0028] The gain G1 can be calculated, for example, from the absolute value of the differential value Δθ of the steering angle θ using a logarithmic function. For example, the gain G1 is expressed by the following equation 1: Gain G1=log(absolute value of differential value Δθ×coefficient k) (Equation 1)

[0029] Here, the coefficient k is a value set during the development stage of the vehicle 100 in accordance with the characteristics of the vehicle 100. The characteristics of the vehicle 100 include, for example, the yaw gain relative to the steering angle θ, the center of gravity position, etc. The first gain adjustment unit 430 sets the gain G1 based on the derivative value of the operation amount of the operation unit 300, 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 this 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 490 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 wheel speed sensor 600 is a sensor that detects the rotational speed of the wheels 110. In this embodiment, the wheel speed sensor 600 detects the rotational speed of the front wheels 112 and the rotational speed of the rear wheels 114. Information indicating the rotational speeds of the front wheels 112 and the rear wheels 114 detected by the wheel speed sensor 600 is transmitted to the slip detection unit 470.

[0038] The slip detection unit 470 detects slip of the front wheel 112 based on information indicating the rotational speed of the front wheel 112 and the rotational speed of the rear wheel 114. As an example, the slip detection unit 470 sets the rotational speed of the rear wheel 114 as a reference rotational speed, and detects slip of the front wheel 112 when the difference between the reference rotational speed and the rotational speed of the front wheel 112 exceeds a threshold. The slip detection unit 470 calculates the difference between the reference rotational speed and the rotational speed of the front wheel 112 as the degree of slip of the front wheel 112. Note that the method of calculating the value indicating the degree of slip of the front wheel 112 is not limited to the above example, and various known calculation methods may be used. Furthermore, the slip detection unit 470 transmits to the third gain adjustment unit 480 information indicating the slip state of the front wheel 112, including information indicating that slip of the front wheel 112 has been detected and information indicating the degree of slip of the front wheel 112.

[0039] The yaw rate sensor 700 is a sensor that detects the rate of change of the rotation angle in the turning direction of the vehicle 100. Information indicating the rate of change of the rotation angle in the turning direction of the vehicle 100, detected by the yaw rate sensor 700, is transmitted to the third gain adjustment unit 480.

[0040] The third gain adjustment unit 480 performs a third gain adjustment on the vibration waveform after the first gain adjustment and the second gain adjustment. When the slip detection unit 470 detects slip of the front wheels 112, the third gain adjustment unit 480 determines the steering direction based on information indicating the differential value Δθ obtained from the differential calculation unit 420. Specifically, when the positive and negative signs of the current differential value Δθ match the positive and negative signs of the differential value Δθ when slip of the front wheels 112 was detected, the third gain adjustment unit 480 determines that the steering is in the increasing direction, and when the positive and negative signs of the current differential value Δθ do not match the positive and negative signs of the differential value Δθ when slip of the front wheels 112 was detected, the third gain adjustment unit 480 determines that the steering is in the returning direction. The increasing direction is a first operation direction corresponding to a first turning direction, which is the turning direction of the vehicle 100 when slip of the front wheels 112 is detected. For example, if the turning direction of the vehicle 100 is left, the first operation direction is left. The steering back direction is the second operation direction corresponding to the second turning direction, which is the turning direction opposite to the first turning direction of the vehicle 100. For example, if the turning direction of the vehicle 100 is left, the first operation direction is right. If the third gain adjustment unit 480 does not detect slip of the front wheels 112, it sets the gain G3 to a default value of 1. In other words, if slip of the front wheels 112 is no longer detected, the third gain adjustment according to the slip state is stopped.

[0041] When the third gain adjustment unit 480 determines that the steering is in the increasing direction, it sets the gain G3, which is the third gain, to a value greater than the specified value of 1. On the other hand, when the third gain adjustment unit 480 determines that the steering is in the returning direction, it sets the gain G3, which is the third gain, to the specified value of 1. However, the value of gain G3 set when it is determined that the steering is in the increasing direction only needs to be greater than the value of gain G3 set when it is determined that the steering is in the returning direction. Therefore, for example, when it determines that the steering is in the returning direction, the third gain adjustment unit 480 may set the gain G3, which is the third gain, to a value greater than the specified value of 1. Furthermore, when it determines that the steering is in the returning direction, the third gain adjustment unit 480 may set the gain G3, which is the third gain, to a value smaller than the specified value of 1.

[0042] Furthermore, the third gain adjustment unit 480 may set the gain G3 based on information indicating the degree of slip of the front wheels 112. For example, the third gain adjustment unit 480 may set the value of the gain G3 to a larger value as the degree of slip of the front wheels 112 increases. Furthermore, the third gain adjustment unit 480 may set the gain G3 based on the yaw rate of the vehicle 100. That is, the third gain adjustment unit 480 may set the gain G3 based on information indicating the rate at which the rotation angle of the vehicle 100 in the turning direction is changing. For example, the third gain adjustment unit 480 may set the value of the gain G3 to a larger value as the rate at which the rotation angle of the vehicle 100 in the turning direction is changing is higher. That is, the third gain adjustment unit 480 sets the value of the gain G3 to a smaller value as the yaw rate of the vehicle 100 decreases, so that even if slip occurs when the vehicle 100 is traveling straight, the value of the gain G3 is hardly changed from the specified value due to the slip.

[0043] The output value A, which is the voltage of the vibration waveform after the first gain adjustment, the second gain adjustment, and the third gain adjustment, is expressed by the following equation 2. Output value A = waveform generator output value × gain G1 × gain G2 × gain G3 = waveform generator output value × log (absolute value of differential value of manipulated variable × coefficient k) × gain G2 × gain G3 (equation 2)

[0044] The output unit 490 is a vibration device disposed in the cabin of the vehicle 100. The output unit 490 uses the output value A to vibrate the area around the occupants in the cabin, generating vibrations. The output unit 490 includes, for example, a speaker that generates sound and a vibrator that generates vibrations. 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. The vibrator is, for example, provided in the steering wheel and vibrates at least a portion of the steering wheel.

[0045] FIG. 10 is a block diagram showing an example of the configuration of a control device 500 according to this embodiment. The control device 500 controls the entire vehicle 100. Specifically, the control device 500 controls 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 drive source 200, the operation unit 300, the information presentation device 400, the wheel speed sensor 600, and the yaw rate sensor 700. For example, the I / F 510 acquires data transmitted from the operation unit sensor 310, the wheel speed sensor 600, and the yaw rate sensor 700 of the operation unit 300. The I / F 510 also transmits a control signal to the information presentation device 400.

[0046] 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.

[0047] 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.

[0048] 11 is a block diagram showing an example of the functional configuration of the control device 500 according to this embodiment. For example, as shown in FIG. 11, the control device 500 includes an acquisition unit 500a and a control unit 500b.

[0049] 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.

[0050] The acquisition unit 500a acquires information indicating the amount of steering operation. The acquisition unit 500a also acquires information indicating the rotation speed of the wheels 110. The acquisition unit 500a also acquires information indicating the speed at which the rotation angle of the vehicle 100 in the turning direction is changing.

[0051] The control unit 500b performs information presentation control to cause the information presentation device 400 to present information according to the amount of steering operation. For example, as described above with reference to Figures 2 to 9, the control unit 500b determines an output according to the amount of steering operation and causes the output to be output to a speaker or a vibrator.

[0052] Incidentally, if a plow behavior occurs when a front-wheel drive vehicle 100 accelerates while turning and the front wheels 112 slip, steering in the direction of further turning will worsen the driving conditions, so it is necessary to suppress steering in the direction of further turning.

[0053] Therefore, in the information presentation control, the control unit 500b changes the information depending on the slip state of the front wheels 112. Specifically, in the information presentation control described above with reference to Figures 2 to 9, the control unit 500b changes the value of the gain G3 that can change the output value A depending on the slip state of the front wheels 112. As a result, when slip of the front wheels 112 is detected, the output value A output by the output unit 490 is changed depending on the steering in the further turning direction, making it possible to suppress steering in the further turning direction.

[0054] As described above, according to the information presentation device 400 of this embodiment, the control unit 500b performs information presentation control to cause the information presentation device 400 to present information corresponding to the steering amount of the steering operation. For example, if the output unit 490 is a speaker, the speaker can be used to emit a sound to the occupant with an amplitude corresponding to the amount of operation of the operation unit 300. Furthermore, if the output unit 490 is a vibrator, the vibrator can be used to emit a vibration to the occupant with an amplitude corresponding to the amount of operation of the operation unit 300. This allows the occupant to predict the occurrence of vehicle behavior involving the occurrence of lateral acceleration, longitudinal acceleration, yaw rate, and pitch angle. As a result, the occupant's predictability of vehicle behavior is improved, and the occupant can be prevented from feeling abrupt about the vehicle behavior. Furthermore, in the information presentation control, the control unit 500b changes information according to the slip state of the front wheels 112. This allows the control unit 500b to detect slip of the front wheels 112 and increase the vibration presented to the occupant when the front wheels 112 are steered in the further turning direction. As a result, steering in the further turning direction can be suppressed.

[0055] Furthermore, when slippage of the front wheels 112 is detected, if the steering direction is a first steering direction corresponding to the first turning direction, which is the turning direction of the vehicle 100 at the time of detecting slippage of the front wheels 112, the control unit 500b changes the information so that the occupant can more easily recognize the information compared to when the steering direction is a second steering direction corresponding to the second turning direction, which is the turning direction of the vehicle 100 opposite to the first turning direction. As a result, when the steering is performed in the further turning direction, the vibration presented to the occupant can be made larger than when the steering is performed in the return direction, and steering in the further turning direction can be suppressed.

[0056] Furthermore, when slippage of the front wheels 112 is detected and the steering direction is the first direction, the control unit 500b changes the information so that the greater the degree of slippage of the front wheels 112, the easier it is for the occupant to recognize the information. As a result, the greater the degree of slippage of the front wheels 112, the greater the vibration presented to the occupant, and the more steering in the turning direction can be suppressed.

[0057] Furthermore, when slippage of the front wheels 112 is detected and the steering direction is the first steering direction, the control unit 500b changes the information so that the occupant can more easily recognize the information as the yaw rate of the vehicle 100 increases. As a result, the vibration presented to the occupant can be increased as the yaw rate of the vehicle 100 increases, and steering in the further turning direction can be suppressed.

[0058] Furthermore, when the output unit 490 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 490, 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.

[0059] Furthermore, when the output unit 490 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 490, information can be presented only to the driver without being presented to occupants other than the driver, such as in the passenger seat of the vehicle 100.

[0060] Furthermore, the control unit 500b controls the vibration frequency to a range of 100 to 400 Hz during information presentation control. This allows the use of Pacinian corpuscles, which are highly sensitive to the audible range and cutaneous sensation, and improves the occupant's perception of the vibration. This allows for more reliable information transmission to the occupant.

[0061] 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.

[0062] 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.

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

Claims

1. A vehicle comprising: an operating unit used for steering operations; a drive source for transmitting driving force to the front wheels; 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, wherein the processor performs information presentation control to cause the information presentation device to present information according to the steering amount of the steering operation; and in the information presentation control, changes the information according to the slip state of the front wheels.

2. The vehicle described in claim 1, wherein, when slippage of the front wheels is detected, the processor executes processing including changing the information so that the occupant can more easily recognize the information when the steering direction is a first steering direction corresponding to a first turning direction, which is the turning direction of the vehicle at the time when slippage of the front wheels is detected, compared to when the steering direction is a second steering direction corresponding to a second turning direction, which is the turning direction of the vehicle opposite to the first turning direction.

3. The vehicle described in claim 2, wherein, when slippage of the front wheels is detected and the steering direction is the first direction, the processor executes processing that includes changing the information so that the greater the degree of slippage of the front wheels, the easier it is for the occupant to recognize the information.

4. The vehicle described in claim 2, wherein the processor, when detecting slippage of the front wheels and when the steering direction is the first direction, executes processing that includes changing the information so that the greater the yaw rate of the vehicle, the easier it is for the occupant to recognize the information.

5. 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 vibration as the information using the speaker.

6. 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 vibration as the information using the vibrator.

7. The vehicle according to claim 5 or 6, wherein the processor executes processing in the information presentation control that includes controlling the frequency of the vibration to be in a range of 100 to 400 Hz.

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