JP2014108750A - Skill determination device and vehicle with the device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a skill determination device and a vehicle with the device, which are capable of determining a vehicle operation skill appropriately in accordance with a road category.SOLUTION: A skill determination device 30 includes: a vehicle stability characteristics evaluation part 54 for evaluating a stability characteristics of a vehicle and calculating a vehicle stability score; a turning characteristics evaluation part 55 for evaluating a turning characteristics of the vehicle and calculating a turning characteristics score; an overall characteristics evaluation part 57 for calculating an overall characteristics score on the basis of the vehicle stability score and the turning characteristics score; and a correction part 44, having plural pieces of correction condition information that are pre-set for each road category, for correcting the overall characteristics score on the basis of the vehicle stability score, the turning characteristics score and the correction condition information corresponding to a road on which the vehicle travels.

Description

  The present invention relates to a skill determination device and a vehicle including the same.

  Patent Document 1 discloses an apparatus for determining a rider's skill. The apparatus includes a first vehicle state detector, a second vehicle state detector, a component separation unit, a vehicle stability characteristic determination unit, a turning characteristic determination unit, and an overall characteristic determination unit.

  The first vehicle state detector detects a yaw rate or the like. The second vehicle state detector detects a roll rate and the like. The component separation unit separates each detection value of the first and second vehicle state detectors into a correction component and a prediction component. A vehicle stability characteristic determination part calculates a vehicle stability score based on the ratio of the correction component of the detection value of a 1st vehicle state detector, and a prediction component. The turning characteristic determination unit calculates a turning performance score based on the predicted component of the detection value of the second vehicle state detector. The overall characteristic determination unit calculates an overall characteristic score based on one or both of the vehicle stability score and the turning performance score.

  In addition, this apparatus includes a curve size estimation unit, and corrects the vehicle stability score and the turning performance score according to the curvature of the curve on which the saddle riding type vehicle travels. Similarly, a road surface state estimation unit is provided, and the vehicle stability score and the turning performance score are corrected according to the road surface state on which the saddle riding type vehicle travels.

International Publication No. 2011/077638

The conventional example having such a configuration has the following problems.
There are a wide variety of vehicle usage scenes and roads. Examples of usage scenes include urban travel, touring travel, circuit travel, and the like. Examples of the traveling road include an urban road, a mountain road, and a circuit.

  However, in the technique of Patent Document 1, the skill of the rider is determined regardless of the use scene of the saddle riding type vehicle and the type of road on which the vehicle is traveling. Therefore, the rider's skill may not be determined accurately.

  This invention is made in view of such a situation, Comprising: The skill determination apparatus which can determine the driving skill of a vehicle appropriately according to the kind of road, and a vehicle provided with the same are provided. Objective.

In order to achieve such an object, the present invention has the following configuration.
That is, the present invention is a skill determination device that determines a skill of maneuvering a vehicle, and calculates a vehicle stability score by evaluating a stability characteristic of the vehicle, and a turning performance score by evaluating a turning characteristic of the vehicle. The vehicle stability score and the turning performance evaluation unit that calculates the overall characteristic score based on the turning performance score, and a plurality of correction condition information set in advance for each type of road, A skill determination apparatus comprising: a correction unit that corrects the overall characteristic score based on a stability score, the turning score, and the correction condition information corresponding to a road on which a vehicle travels.

  [Operation and Effect] According to the present invention, the correction unit has a plurality of correction condition information, and corrects the total characteristic score using a single correction condition information corresponding to the road on which the vehicle is traveling. Thereby, the total characteristic score can be appropriately corrected according to the type of road. Furthermore, since the correction unit corrects the overall characteristic score based on both the vehicle stability score and the turning performance score, the overall characteristic score can be corrected more accurately. According to the corrected total characteristic score, it is possible to appropriately determine the driving skill of the vehicle according to the type of road.

  In the above-described invention, a point in a two-dimensional coordinate having a coordinate on the first axis as the vehicle stability score and a coordinate on the second axis as the turning score is set as a point position, and the correction unit is a two-dimensional coordinate. The total characteristic score is preferably corrected according to the above score position. By using two-dimensional coordinates, both the vehicle stability score and the turning performance score can be expressed by one score position. Since the correction is performed in accordance with the position of the score position on the two-dimensional coordinates, the correction considering the two factors of the vehicle stability score and the turning performance score can be appropriately performed.

  In the above-mentioned invention, the vehicle stability score takes a value in a range from a stability lower limit value to a stability upper limit value, and the turning performance score takes a value in a range from a turning lower limit value to a turning upper limit value. A point on a two-dimensional coordinate when the stability score is the lower limit of stability and the turning score is the upper limit of turning is a turning adjustment reference position, and the distance between the turning adjustment reference position and the scoring position Is the turning adjustment distance, the vehicle stability score is the upper limit of stability, the point on the two-dimensional coordinate when the turning score is the lower limit of turning, and the stability adjustment reference position. The correction unit adjusts the total characteristic score based on the turning adjustment distance and the correction condition information, and the stable adjustment distance and the correction. conditions It is preferable to perform at least one of stable adjustment to adjust the overall characteristics score based on distribution.

  The turning adjustment reference position has the smallest vehicle stability score and the largest turning adjustment point. For this reason, it is considered that the closer to the turning adjustment reference position, the stronger the degree (tendency) of “maneuvering beyond skill”. That is, the turning adjustment distance is considered to indicate the degree of “maneuvering beyond skill”. Then, according to the turning adjustment, the overall characteristic score can be suitably adjusted according to the degree of “maneuvering beyond skill”.

  On the other hand, the stability adjustment reference position has the highest vehicle stability score and the smallest turning adjustment point. For this reason, it is considered that the closer to the stable adjustment reference position, the stronger the degree (tendency) of “solid control”. That is, the stable adjustment distance is considered to indicate the degree of “solid control”. According to the stable adjustment, the overall characteristic score can be suitably adjusted according to the degree of “solid control”.

  In the above-described invention, it is preferable that the turning adjustment calculates a turning adjustment point based on the turning adjustment distance and the correction condition information, and adds the turning adjustment point to the overall characteristic score. According to this, turning adjustment can be realized by a simple process.

  In the above-described invention, the correction condition information is set at least for each urban road, mountain road, and circuit, and when the turning adjustment distance is the same value, in the case of an urban road, the correction condition information is more than in the case of a mountain road. It is preferable that the turning adjustment point is small and the turning adjustment point is smaller in the case of a mountain road than in the case of a circuit. In other words, it is preferable that correction condition information for urban roads, correction condition information for mountain roads, and correction condition information for circuits are respectively set so that the turning adjustment points have such a relationship. According to this, even if the degree of “maneuvering beyond skill” is the same, the total characteristic score after correction is higher when driving on urban roads than when driving on mountain roads and circuits. Can be lowered. In other words, when traveling on a circuit, it is possible to make a skill determination that emphasizes turning performance compared to traveling on an urban road or mountain road.

  In the above-described invention, it is preferable that the turning adjustment point increases as the turning adjustment distance increases. In other words, it is preferable that the correction condition information is set so that the turning adjustment distance and the turning adjustment point have such a relationship. According to this, the overall characteristic score after correction can be lowered as the tendency of “maneuvering beyond skill” is stronger.

  In the above-described invention, it is preferable that the turning adjustment point has a negative value. According to this, a total characteristic score can be deducted by turning adjustment.

  In the above-described invention, it is preferable that the stable adjustment calculates a stable adjustment point based on the stable adjustment distance and the correction condition information, and adds the stable adjustment point to the total characteristic score. According to this, stable adjustment can be realized by a simple process.

  Further, in the above-described invention, the correction condition information is set at least for each urban road, mountain road, and circuit, and when the stable adjustment distance is the same value, in the case of the urban road, compared to the case of the mountain road. It is preferable that the stable adjustment point is large, and the stable adjustment point is larger in the case of a mountain road than in the case of a circuit. In other words, it is preferable that correction condition information for urban roads, correction condition information for mountain roads, and correction condition information for circuits are respectively set so that the stable adjustment points have such a relationship. According to this, even if the degree of “steady maneuvering” is the same, the total characteristic score after correction can be higher when traveling on a city road than when traveling on a mountain road or circuit. . That is, when traveling in an urban area, it is possible to make a skill determination that emphasizes solidity (stability) as compared to traveling on a mountain road or circuit.

  In the above-described invention, it is preferable that the stability adjustment point becomes smaller as the stability adjustment distance becomes larger. In other words, it is preferable that the correction condition information is set so that the stable adjustment distance and the stable adjustment point have such a relationship. According to this, the overall characteristic score after correction can be increased as the tendency of “steady maneuvering” is stronger.

  In the above-described invention, the stability adjustment point preferably takes a positive value. According to this, the total characteristic score can be added by stable adjustment.

  In the above-described invention, it is preferable that an input unit for designating a road type is provided, and the correction unit selects the correction condition information corresponding to the road type designated by the input unit. Since the input unit is provided, the correction unit can accurately select one correction condition information corresponding to the type of road.

In the above-described invention, it is preferable to further include an information output unit that outputs information related to the total characteristic score corrected by the correction unit. Since the information output unit is provided, it is possible to suitably present information regarding the corrected total characteristic score.

  Moreover, this invention is a vehicle provided with the skill determination apparatus in any one of Claims 1-13.

  [Operation / Effect] According to the present invention, the skill of the vehicle can be suitably determined by the skill determination device.

  In addition, this specification also discloses the invention which concerns on the following skill determination apparatuses.

  (1) In the above-described invention, the correction condition information includes a turning adjustment threshold, and the correction unit performs the turning adjustment only when the turning adjustment distance is smaller than the turning adjustment threshold.

  According to the invention described in the above (1), the turning adjustment can be performed accurately when the vehicle has a tendency to “maneuver beyond skill”.

  (2) In the above-described invention, the correction condition information includes a stability adjustment threshold, and the correction unit performs the turning adjustment only when the stability adjustment distance is smaller than the stability adjustment threshold.

  According to the invention described in (2) above, stable adjustment can be performed accurately when there is a tendency of “solid steering”.

  (3) In the above-described invention, the turning adjustment threshold and the stability adjustment threshold are set so that a sum of the turning adjustment threshold and the stability adjustment threshold is equal to or less than a distance between the turning adjustment reference position and the stability adjustment reference position. Each skill setting device is set.

  According to the invention described in (3) above, the range of the score position where the turning adjustment is performed and the range of the score position where the stability adjustment is performed do not overlap. Therefore, even when both the turning adjustment and the stable adjustment are performed, it is possible to prevent the turning adjustment and the stable adjustment from being performed repeatedly on the same overall characteristic score.

  (4) In the above-described invention, the correction condition information is a skill determination device that is a parameter for calculating the turning adjustment point based on the score position.

  According to the invention as described in said (4), the correction | amendment part can calculate a turning adjustment point suitably.

  (5) In the above-described invention, the correction condition information is a skill determination device that is a parameter for calculating the stable adjustment point based on the score position.

  According to the invention as described in said (5), the correction | amendment part can calculate a stable adjustment point suitably.

  (6) In the above-described invention, the correction condition information is a skill determination device that is a map in which the vehicle stability score and the turning performance score are associated with the turning adjustment point.

  According to the invention as described in said (6), the correction | amendment part can obtain a turning adjustment point suitably.

  (7) In the above-described invention, the correction condition information is a skill determination device that is a map in which the vehicle stability score and the turning performance score are associated with the stability adjustment point.

  According to the invention as described in said (7), the correction | amendment part can obtain a stable adjustment point suitably.

  According to the skill determination device and the vehicle including the same according to the present invention, it is possible to appropriately determine the driving skill of the vehicle according to the type of road.

1 is a side view showing a schematic configuration of a motorcycle according to an embodiment. It is a functional block diagram which shows the structure of a skill determination apparatus. It is the figure which represented the vehicle stability score and the turning performance score by two-dimensional coordinates. It is a figure which shows correction condition information typically. It is the figure which represented the vehicle stability score and the turning performance score by two-dimensional coordinates. It is a figure which illustrates the relationship between a distance and a turning adjustment point. It is a figure which illustrates the relationship between a vehicle stability score and a turning performance score, and the corrected comprehensive characteristic score. It is a flowchart which shows the process sequence of skill determination. It is a flowchart which shows the process sequence of skill determination. It is a figure which shows correction condition information typically. It is the figure which represented the vehicle stability score and the turning performance score by two-dimensional coordinates. It is a figure which illustrates the relationship between a score position, a turning adjustment point, and a stability adjustment point. It is a flowchart which shows the process sequence of skill determination. It is a flowchart which shows the process sequence of skill determination.

  Embodiment 1 of the present invention will be described below with reference to the drawings. In the first embodiment, a motorcycle will be described as an example of a vehicle. In the following description, front / rear, left / right, and upper / lower mean “front”, “rear”, “left”, “right”, “upper”, and “lower” for riders riding in the motorcycle 1.

1. FIG. 1 is a side view showing a schematic configuration of a motorcycle provided with a skill determination device according to the present embodiment. The motorcycle 1 includes a main frame 2. A head pipe 3 is provided at the upper front end of the main frame 2. A steering shaft 4 is inserted through the head pipe 3. A handle 5 is connected to the upper end of the steering shaft 4. A brake lever (not shown) is disposed on the right side of the handle 5.

  A pair of extendable front forks 7 are connected to the lower end of the steering shaft 4. By rotating the handle 5, the front fork 7 swings. A front wheel 8 is rotatably attached to the lower end of the front fork 7. The vibration of the front wheel 8 is absorbed by the expansion and contraction of the front fork 7. A brake 10 is attached to the lower end of the front fork 7, and the rotation of the front wheel 8 is braked by operating the brake lever. A front wheel cover 11 is fixed to the front fork 7 at the top of the front wheel 8.

  On the upper part of the main frame 2, a fuel tank 15 and a seat 16 are held side by side. An engine 17 and a transmission 18 are held by the main frame 2 at a position below the fuel tank 15. The transmission 18 includes a drive shaft 19 that outputs power generated by the engine 17. A drive sprocket 20 is connected to the drive shaft 19.

  A swing arm 21 is swingably supported on the lower rear side of the main frame 2. A driven sprocket 22 and a rear wheel 23 are rotatably supported at the rear end of the swing arm 21. A chain 24 is suspended between the drive sprocket 20 and the driven sprocket 22. The power generated by the engine 17 is transmitted to the rear wheel 23 via the transmission 18, the drive shaft 19, the drive sprocket 20, the chain 24 and the driven sprocket 22.

  Below the seat 16, an ECU (Electronic Control Unit) 25 and an arithmetic processing unit 28 are provided. The ECU 25 controls the operation of each part of the motorcycle 1. The arithmetic processing unit 28 includes a CPU and a storage medium, and performs processing for determining the rider's driving skill. In the first embodiment, the arithmetic processing unit 28 is provided separately from the ECU 25, but is not limited thereto. For example, the arithmetic processing unit 28 may be realized by the ECU 25.

  The motorcycle 1 also includes a state quantity detection unit 31 that detects the traveling state of the vehicle. The state quantity detection unit 31 includes a gyroscope 33, a steering angle sensor 34, a stroke sensor 35, a wheel speed sensor 36 provided on the front wheel 8, and a GPS (Global Positioning System) 37 that measures the position of the motorcycle 1. Have

  The gyroscope 33 is disposed on the fuel tank 15. The gyroscope 33 detects the angular velocity and angle of the motorcycle 1 in the three axis directions of yaw, roll, and pitch. That is, the yaw rate, yaw angle, roll rate, roll angle, pitch rate, and pitch angle of the motorcycle 1 are detected.

  The steering angle sensor 34 is provided at the upper end of the front fork 7 and detects the steering angle that is the rotation angle of the steering shaft 4.

  The stroke sensor 35 is provided on the front fork 7 and detects the amount of expansion / contraction of the front fork 7. Further, the caster angle of the front fork 7 is calculated based on the amount of expansion / contraction. When the front fork 7 extends and contracts with a hydraulic suspension, the stroke sensor 35 may calculate the caster angle by detecting the hydraulic pressure of the suspension.

  The wheel speed sensor 36 detects the rotational speed of the front wheel 8. Further, the vehicle speed of the motorcycle 1 is calculated based on this rotational speed.

  The GPS 37 is disposed in front of the fuel tank 15 and detects position information of the motorcycle 1.

  When the rider steers the handle 5 of the motorcycle 1 when turning a curve, the yaw angle, yaw rate, and steering angle of the motorcycle 1 change. When the rider tilts the vehicle body of the motorcycle 1 toward the center of the curve, the roll angle and roll rate of the motorcycle 1 change. Further, when the motorcycle 1 decelerates by operating the brake lever before entering the curve or during the curve traveling, the front fork 7 is contracted. As the front fork 7 contracts, the pitch angle, pitch rate, and caster angle of the motorcycle 1 change.

  These yaw angle, yaw rate, roll angle, roll rate, pitch angle, pitch rate, caster angle, steering angle, vehicle speed, and position information of the motorcycle 1 are referred to as vehicle state quantities.

  The motorcycle 1 further includes a monitor 41 for displaying the determination result of the driving skill. The monitor 41 is installed in front of the handle 5. The monitor 41 may be a smartphone. When the monitor 41 is configured by a smartphone, information is transmitted between the smartphone and the wireless communication device 40. The monitor 41 corresponds to the information output unit in the present invention.

  In the vicinity of the monitor 41, an input unit 43 for inputting a road type is arranged. The input unit 43 is operated by the rider. In the first embodiment, the input unit 43 can specify any one of an urban road, a mountain road, and a circuit as a road type.

  In addition, a speaker 42 that outputs sound information is attached to a helmet 38 worn by the rider. A headphone may be used instead of the speaker 42. The speaker 42 corresponds to the information output unit in the present invention. The wireless communication devices 39 and 40 transmit information between the motorcycle 1 and the helmet 38. The wireless communication device 39 is attached to the helmet 38, and the wireless communication device 40 is attached to the motorcycle 1 (the lower portion of the seat 16).

  The arithmetic processing device 28, the wireless communication devices 39 and 40, the monitor 41, the speaker 42, and the input unit 43 described above constitute the skill determination device 30.

2. Schematic Configuration of Skill Determination Device Next, the configuration of the skill determination device 30 will be described with reference to FIGS. 1 and 2. FIG. 2 is a functional block diagram showing the configuration of the skill determination device.

The arithmetic processing unit 28 is functionally divided into a driving skill evaluation unit 32, a correction unit 44, a presentation information database 49, and an output control unit 50. The steering skill evaluation unit 32 evaluates the skill of the rider operating the motorcycle 1. Specifically, to calculate the vehicle stability score S _v by evaluating the stability characteristics of the vehicle, it calculates the turning performance score T _v by evaluating the turning characteristic of the vehicle, these vehicle stability score S _v and turning performance score T _v to calculate the overall performance score G based on.

  The driving skill evaluation unit 32 includes a memory 51, a turning motion determination unit 52, a component separation unit 53, a vehicle stability characteristic evaluation unit 54, a turning characteristic evaluation unit 55, and an overall characteristic evaluation unit 57. The steering skill evaluation unit 32 is communicably connected to the gyroscope 33, the steering angle sensor 34, the stroke sensor 35, the wheel speed sensor 36, and the GPS 37. Each vehicle state quantity detected by the state quantity detection unit 31 is input to the driving skill evaluation unit 32 and stored in the memory 51 in time series. Hereinafter, it demonstrates in order.

2.1. Steering skill evaluation unit 32 to turning motion discrimination The turning motion discrimination unit 52 discriminates whether or not the motorcycle 1 has performed a turning motion that is an object of a rider's skill evaluation. Here, a case where the yaw rate of the motorcycle 1 is a certain value or more and continues for a certain time or longer will be described as an example as a criterion for determining the turning motion. When the above condition is not satisfied, the turning motion determination unit 52 does not determine that the motorcycle 1 has performed the turning motion.

The turning motion determination unit 52 determines the turning motion section Y from the absolute value of the detected yaw rate input from the gyroscope 33. That is, the pivoting movement discrimination section 52 is a section from the time when the absolute value of the detected value of the yaw rate of the motorcycle 1 exceeds a threshold value X _t to the time again below the threshold value X _t, and the duration of the section If it is equal to or longer than the minimum duration Y _min , the section is determined as the turning motion section Y. If section from the time when the detection value of the yaw rate of the motorcycle 1 exceeds a threshold value X _t to the time again below the threshold X _t is less than the minimum duration Y _min, pivoting movement discrimination section 52, pivoting movement of the section The zone Y is not discriminated. The value of the threshold X _t may be set appropriately according to the model of the motorcycle 1. Moreover, although what was mentioned above was the method of discriminating the turning motion area Y using a yaw rate, you may discriminate | determine the turning motion area Y using another method.

  When the turning motion determination unit 52 determines the turning motion section Y, the detected value of each vehicle state quantity stored in the memory 51 during the turning motion section Y is sent to the component separation unit 53. The component separation unit 53 includes a low pass filter and a band pass filter. Each detection value input to the component separation unit 53 is subjected to filter processing using a low-pass filter and a band-pass filter. Examples of vehicle state quantities that can be separated by the component separation unit 53 include yaw rate, yaw angle, roll rate, roll angle, pitch rate, pitch angle, steering angle, and caster angle. Here, component separation by filter processing will be described by taking a roll rate as an example.

  The entire frequency band data of the roll rate input to the component separation unit 53 is filtered by a low-pass filter and a band-pass filter. The low-pass filter removes high frequency components higher than the threshold frequency Fc1, which is a predetermined value. Thus, the low frequency band component is output from the low pass filter. The bandpass filter removes low frequency components below the threshold frequency Fc1 and removes noise components above the threshold frequency Fc2. Accordingly, the high frequency band component is output from the band pass filter. Since the frequency component equal to or higher than the threshold frequency Fc2 is a noise component, it is not related to the rider's characteristic determination.

  The time-series data of each detection value stored in the memory 51 is filtered by the low-pass filter and the band-pass filter, so that each detection value is separated into a low frequency band component and a high frequency band component. The threshold frequency Fc1 may be set according to characteristics to be determined. For example, when determining the characteristics of the rider, the threshold frequency Fc1 may be set so that the difference between the beginner and the advanced player is maximized. However, the threshold frequency Fc2 must be larger than the threshold frequency Fc1.

2.2. Steering skill evaluation unit 32 to vehicle stability characteristic evaluation Each detection value in the turning motion section Y of the motorcycle 1 filtered by the low pass filter and the band pass filter is input to the vehicle stability characteristic evaluation unit 54. Here, a case where a yaw rate, a roll rate, and a pitch rate are input will be described as an example.

The low frequency band of each rate separated from the threshold frequency Fc1 is interpreted as a prediction component for the rider to turn the curve. The high frequency band is interpreted as a correction component corrected when the rider turns the curve. Next, for each of the yaw rate, roll rate, and pitch rate, the average value of the integrated values per unit time of the predicted component and the corrected component of each rate in the turning motion section Y is calculated. A value obtained by dividing the obtained value corresponding to each prediction component by the value corresponding to the correction component is a stability index (S _yaw , S _roll, S _pitch) of the yaw rate, roll rate, and pitch rate in one turning motion section Y. ).

  When the rider performs a smooth steering operation on the curve, the integral amount of the absolute value in the low frequency band is large, and the integral amount of the absolute value in the high frequency band is small. If the rider corrects the steering wheel 5 while driving a curve, the absolute value of the integral value in the high frequency band increases and the integral value of the absolute value in the low frequency band decreases accordingly. In this way, by using the ratio of the integral value of the absolute value in the low frequency band and the integral value of the absolute value in the high frequency band as an index, it is possible to score the characteristics of the rider during the curve running.

As described above, the vehicle stability index of the motorcycle 1 is calculated by obtaining the ratio of the integral values of the absolute values of the low frequency band and high frequency band of the yaw rate, roll rate, and pitch rate during the turning motion of the motorcycle 1. be able to. Further calculates the three stability index _{(S yaw, S roll, S} pitch) vehicle stability score S _v is a weighting linear summation of. The calculated vehicle stability score _Sv is output to the presentation information database 49 and the comprehensive characteristic evaluation unit 57.

As described above, the vehicle stability characteristic evaluation unit 54 evaluates the vehicle stability characteristic and calculates the vehicle stability score _Sv .

2.3. Maneuvering skill evaluation unit 32 to turning characteristic evaluation The turning characteristic evaluation unit 55 receives each detected value in the turning movement section Y of the motorcycle 1 filtered by the low-pass filter. Here, a case where a steering angle, a roll angle, a pitch angle, or a caster angle is input will be described as an example. Further, the vehicle speed in the turning motion section Y of the motorcycle 1 is input from the memory 51 to the turning characteristic evaluation unit 55.

The low frequency band at each angle is interpreted as a predicted component for the rider to turn the curve. When the rider performs a smooth steering operation on the curve, the absolute value in the low frequency band is large. Note that the threshold frequency fc1 used for frequency separation at each rate may be different for each angle. The average value of the integrated values per unit time of the predicted component in the turning motion section Y is calculated for each of the steering angle, the roll angle, and the pitch or caster angle. The calculated value is set as a turning index T _steer, T _roll, T _{pitch (caster)} of the steering angle, roll angle, pitch or caster angle.

Further, the average vehicle speed T _speed in the turning motion section Y is calculated from the input vehicle speed in the turning motion section Y. These three turning index to calculate a weighted linear sum of the average vehicle speed as a turning performance score T _v. The turning score _Tv is output to the presentation information database 49 and the comprehensive characteristic evaluation unit 57.

Thus, turning characteristic evaluation unit 55 evaluates the turning characteristic of the vehicle, it calculates the turning performance score T _V.

2.4. Steering skill evaluation unit 32 to comprehensively characterization overall characteristics evaluation unit 57 obtains the vehicle stability score S _v and turning performance score T _v overall characteristics score G riders in pivoting movement interval Y by calculating a weighted linear sum of . The total characteristic score G comprehensively evaluates the rider's characteristics based on the rider's vehicle stability characteristics and turning characteristics.

As described above, the rider's maneuvering skill can be evaluated based on the total characteristic score G, the vehicle stability score _Sv, and the turning performance score _Tv, and the three indexes. Since each score is a continuous value, the rider's vehicle stability, turning performance, and overall characteristics can be evaluated steplessly by each score. In addition to evaluating each calculated score as it is, it is also possible to evaluate the rider's maneuvering skill using a score obtained by standardizing each score.

Thus, overall characteristics evaluation unit 57, based on the vehicle stability score S _v and turning performance score T _v, calculates the overall performance score G.

2.5. Correction unit 44
First, the purpose of correction will be described with reference to FIG. FIG. 3 is a diagram representing the vehicle stability score _Sv and the turning performance score _Tv in two-dimensional coordinates. In Figure 3, the coordinates of the horizontal axis represents the vehicle stability score S _v, are the coordinates of the vertical axis and the turning resistance score T _v. For convenience of explanation, it is assumed that the vehicle stability score _Sv and the turning performance score _Tv each take a value from 0 to 100. Here, each point on the two-dimensional coordinates corresponding to a combination of vehicle stability score S _v with the turning resistance score T _v, referred to as "score position". Further, FIG. 3 shows curves C1, C2, C3, and C4 in which the respective score positions where the total characteristic score G is 80, 60, 40, and 20 are connected. The overall characteristic score G is also assumed to be a value from 0 to 100 for convenience of explanation.

As shown in the drawing, the two-dimensional coordinates are divided into regions A1 to A4 by a line L1 having a vehicle stability score _Sv of 50 and a line L2 having a turning performance score _Tv of 50. The overall characteristic score G corresponding to the score position in the area A2 is relatively high, and the overall characteristic score G corresponding to the score position in the area A3 is relatively low. However, the value of the total characteristic score G is not related to the type of road.

For example, in a forcible turn or a sharp turn (hereinafter referred to as “rapid turn”), the turnability score _Tv may be high (areas A1 and A2). The total characteristic score G for this sudden turn does not change according to the type of road. However, in reality, a sudden turn is highly evaluated in circuit driving, and a sudden turn is evaluated low in city driving.

Further, when the vehicle stability score _Sv is low (area A1) even though the turning performance score _Tv is high, it is considered to be “maneuvering beyond skill”. The total characteristic score G for such traveling does not change according to the type of road. In practice, however, “maneuvering beyond skill” is often rated low especially on urban roads.

  As is clear from these examples, the evaluation of the maneuver skill varies depending on the usage scene (usage scene) of the motorcycle 1 and the type of road on which the motorcycle 1 travels. Based on such knowledge, in order to adjust the total characteristic score G to a more appropriate index, the total characteristic score G is corrected according to the type of road.

Therefore, in the first embodiment, when the vehicle stability score _Sv is low and the turning performance score _Tv is high, the overall characteristic score G is basically adjusted (turning adjustment). In this adjustment, the turning adjustment point is added to the total characteristic score G. In this embodiment, the turning adjustment point is negative. For this reason, the turning adjustment is appropriately referred to as “deduction processing” or the like. When the adjustment is made, the total characteristic score G is deducted more greatly in the case of “urban road” than in the case of “mountain road”, and the deduction is larger in the case of “mountain road” than in the case of “circuit”. Further, as the vehicle stability score _Sv decreases and the turning performance score _Tv increases, the overall characteristic score G is greatly reduced.

  Hereinafter, a configuration example of the correction unit 44 that performs such correction will be described. The correction unit 44 includes a score adjustment parameter unit 45 and an overall score adjustment unit 46.

  The score adjustment parameter unit 45 has a plurality of correction condition information set in advance for each type of road. The score adjustment parameter unit 45 receives information indicating the type of road (hereinafter referred to as “road information” as appropriate) from the input unit 43. Then, single correction condition information corresponding to the road information is selected and output to the total score adjusting unit 46.

  Please refer to FIG. FIG. 4 is a diagram schematically showing preset correction condition information. The correction condition information is set for each type of road. In the first embodiment, correction condition information is associated with each of an urban road, a mountain road, and a circuit. The correction condition information is a set of a plurality of parameters. The parameters are a deduction point threshold ThT and a maximum adjustment amount MT. At the end of the parameters ThT and MT, “1”, “2”, and “3”, which indicate that they are for urban roads, mountain roads, and circuits, respectively, are added. The values of the parameters ThT and MT are set in advance according to the type of road. The deduction point threshold ThT corresponds to the turning adjustment threshold in the present invention.

In the first embodiment, the deduction point thresholds ThT1, ThT2, and ThT3 have the following relationship.
ThT1 = ThT2 = ThT3

The maximum adjustment amounts MT1, MT2, and MT3 have the following relationship.
MT1>MT2> MT3

The total score adjustment unit 46 receives the correction condition information from the score adjustment parameter unit 45 and receives various scores G, S _v , T _v from the driving skill evaluation unit 32. The total score adjustment unit 46 corrects the total characteristic score G based on the correction condition information and various scores G, S _v , and T _v .

With reference to FIG. 5, the process for correcting the total characteristic score G will be specifically described. FIG. 5 is a diagram representing the vehicle stability score _Sv and the turning performance score _Tv in two-dimensional coordinates. The horizontal axis and the vertical axis of the two-dimensional coordinates are the same as those in FIG. The horizontal axis corresponds to the first axis in the present invention, and the vertical axis corresponds to the second axis in the present invention. The lower limit of the vehicle stability score _{S v,} the upper limit is respectively 0,100. The lower limit of turning performance score _{T v,} the upper limit is respectively 0,100.

In FIG. 5, the point P is a score position corresponding to the vehicle stability score S _v and the turning performance score T _v received from the driving skill evaluation unit 32. Further, the point Q at which the vehicle stability score _Sv is 0 and the turning performance score _Tv is 100 is referred to as a “deduction point reference position Q”. The deduction point reference position Q corresponds to the turning adjustment reference position in the present invention.

  The distance DT between the score position P and the deduction point reference position Q is given by equation (1). The distance DT corresponds to the turning adjustment distance in the present invention.

  Here, when the distance DT is less than the deduction point threshold ThT, the value of the turning adjustment point ST is obtained by Expression (2). Otherwise, the overall characteristic score G is not adjusted.

  FIG. 5 shows a curve E1 in which points whose distance from the deduction point reference position Q is the deduction point threshold ThT are connected. FIG. 5 illustrates a case where the deduction point threshold ThT is 50 * √2. Only the area F closer to the deduction point reference position Q than the curve E1 in the two-dimensional coordinates is the object of deduction process.

  The value of the turning adjustment point ST varies depending on the type of road.

  Please refer to FIG. FIG. 6 is a diagram illustrating the relationship between the distance DT and the turning adjustment point ST. The horizontal axis in FIG. 6 is the distance DT, and the vertical axis is the turning adjustment point ST. In FIG. 6, turning adjustment points ST1, ST2, and ST3 on urban roads, mountain roads, and circuits are indicated by solid lines, dotted lines, and alternate long and short dash lines.

  As shown in the figure, in the case of the first embodiment, each of the turning adjustment points ST1, ST2, ST3 is negative. When the distance DT is 0, each turning adjustment point ST is a value obtained by adding a minus sign to the maximum adjustment amount MT. Each turning adjustment point ST increases at a constant rate as the distance DT increases, and each turning adjustment point ST approaches 0 as the distance DT approaches the deduction point threshold ThT. When the distance DT (score position P) is the same, the turning adjustment point ST1 on the city road is always smaller than the turning adjustment point ST2 on the mountain road. When the distance DT (score position P) is the same, the turning adjustment point ST2 on the mountain road is always smaller than the turning adjustment point ST3 on the circuit. As for the adjustment amount, which is the absolute value of the turning adjustment point ST, the adjustment amount on the city road is the largest and the adjustment amount on the circuit is the smallest. The relationship between the above-described distance DT and the turning adjustment point ST and the mutual relationship between the turning adjustment points ST1, ST2, and ST3 are defined by the correction condition information.

Subsequently, as shown in Expression (3), the overall characteristic score G is adjusted by the turning adjustment point ST to obtain a corrected overall characteristic score Ga.
Ga = G + ST (3)

Please refer to FIG. FIG. 7 is a diagram illustrating the relationship between the vehicle stability score _Sv and the turning performance score _Tv, and the corrected total characteristic score Ga. The horizontal axis and the vertical axis of the two-dimensional coordinates are the same as those in FIG.

  Comparing FIG. 7 and FIG. 3, the total characteristic score Ga is lower than the total characteristic score G in the region A1. As is clear from this, according to the turning adjustment described above, the overall characteristic score G can be corrected to a lower overall characteristic score Ga mainly in the region A1.

  The total score adjustment unit 46 outputs the obtained total characteristic score Ga to the presentation information database 49 and / or the output control unit 50.

2.6. Presentation information database and output control unit Refer to FIG. The presentation information database 49 stores the corrected total characteristic score Ga. The presentation information database 49 may store other information. Other information includes, for example, vehicle state quantities stored in the memory 51, and scores S _v , T _v , G and the like evaluated for each turning motion section Y by the driving skill evaluation unit 32.

  The output control unit 50 directly receives the information from the correction unit 44 or sends information related to the corrected total characteristic score Ga read from the presentation information database 49 to the monitor 41 and the speaker 42. When output to the monitor 41, the format of the information is character information or image information. When output to the speaker 42, the information format is audio information.

3. Explanation of Operation Next, in the embodiment, the operation of the motorcycle 1 will be described focusing on the processing in the skill determination device 30. 8 and 9 are flowcharts showing a processing procedure for skill determination.

<Step S1> Designation of Road Type The rider operates the input unit 43 to designate the type of road to travel. The input road information is sent to the correction unit 44. The score adjustment parameter unit 45 selects the correction condition information corresponding to the road information and outputs it to the total score adjustment unit 46.

<Step S <b>2> Detection of vehicle running state The rider causes the motorcycle 1 to travel. The state quantity detection unit 31 detects each vehicle state quantity and outputs the detection result to the driving skill evaluation unit 32.

<Step S3> Calculation of Overall Characteristic Score The driving skill evaluation unit 32 calculates the vehicle stability score S _v , the turning performance score T _v , and the overall characteristic score G for each turning movement section Y based on the detected vehicle state quantity. Calculate each. Then, the calculated various scores S _v , T _v , and G are output to the correction unit 44.

<Step S4> Correction of Overall Characteristic Score The overall score adjustment unit 46 corrects the overall characteristic score G based on the correction condition information and various scores S _v , T _v , and G. Reference is now made to FIG.

<Step S11> DT <ThT?
The total score adjusting unit 46 calculates a distance DT between the score position P and the deduction reference position Q based on the scores S _v and T _v . Then, it is determined whether or not the distance DT is less than the deduction point threshold ThT. As a result, when it is determined that it is less than the deduction point threshold ThT, the process proceeds to step S12. Otherwise, step S12 is skipped and the process proceeds to step S13.

<Step S12> Deduction processing of total characteristic score The total score adjustment unit 46 calculates the turning adjustment point ST based on the correction condition information and the distance DT. Then, the total characteristic score G is corrected using the turning adjustment point ST, and the total characteristic score Ga is obtained.

<Step S <b>13> Accumulation in Presentation Information Database The overall score adjustment unit 46 outputs the obtained overall characteristic score Ga to the presentation information database 49. And it returns to step S11 and the same process is performed with respect to the total characteristic score G in the other turning motion section Y.

<Step S <b>5> Output of Corrected Total Characteristic Score The output control unit 50 reads the corrected total characteristic score Ga from the presentation information database 49 and sends information related to the total characteristic score Ga to the monitor 41. The monitor 41 displays information related to the total characteristic score Ga. The monitor 41 may display a number indicating the total characteristic score Ga. Alternatively, the monitor 41 may display a graph in which the total characteristic score Ga is plotted on two-dimensional coordinates as shown in FIG. Note that the display timing is preferably after the rider finishes traveling.

Thus, according to the motorcycle 1 according to the first embodiment, since the score adjustment parameter unit 45 has a plurality of correction condition information, the total score adjustment unit 46 determines the total characteristic score according to the type of road. G can be corrected appropriately. Also, total score adjuster 46 so adjust the overall characteristics score G based on both the vehicle stability score S _v and the turning resistance score T _v, it can be appropriately corrected overall performance score G. Therefore, the driving skill of the vehicle can be appropriately determined according to the type of road.

Also, total score adjuster 46 because using two-dimensional coordinates when adjusting, can be represented by the vehicle stability score S _v and the turning resistance score T _v at once scoring position P both. Moreover, since the total characteristic score G is corrected based on the position of the score position P on the two-dimensional coordinates, the correction condition information can be selected and set intuitively.

  Further, the total score adjustment unit 46 performs turning adjustment (decrease processing) for adjusting the total characteristic score G based on the distance DT, and therefore, the total characteristic score G according to the degree (trend) of “maneuvering beyond skill”. Can be adjusted accurately.

  Further, since the total score adjustment unit 46 performs the turning adjustment only when the distance DT is smaller than the deduction threshold value ThT, the total characteristic score G can be accurately corrected when there is a tendency of “maneuvering beyond skill”.

  Moreover, since the total score adjusting unit 46 adjusts the total characteristic score G by the turning adjustment point ST, the turning adjustment can be realized by a simple process.

  When the distance DT is the same value, the turning adjustment point ST1 on the city road is smaller than the turning adjustment point ST2 on the mountain road, and the turning adjustment point ST2 on the mountain road is smaller than the turning adjustment point ST3 on the circuit. As a result, the overall characteristic score Ga on an urban road can be made lower than the overall characteristic score Ga on a mountain road or circuit. That is, even if the degree of “maneuvering beyond skill” is about the same, the skill is evaluated lower in the case of an urban road than in the case of a circuit. In other words, in the case of a circuit, it is possible to make a skill determination that emphasizes turning performance compared to the case of an urban road or a mountain road.

  Further, the turning adjustment point ST increases as the distance DT increases. Thereby, the total characteristic score Ga after correction can be lowered as the tendency of “maneuvering beyond skill” is stronger. Furthermore, as the distance DT increases, the turning adjustment point ST increases at a constant rate, so that the overall characteristic score G can be adjusted smoothly.

  Since the turning adjustment point ST is negative, “maneuvering beyond skill” can be targeted for deduction.

  Further, since the correction condition information is parameters ThT and MT for obtaining the turning adjustment point ST, the turning adjustment point ST can be suitably calculated.

  Since the input unit 43 is provided, the score adjustment parameter unit 45 can accurately select the correction condition information corresponding to the type of road. Further, the rider can switch the correction condition information appropriately by operating the input unit 43. Thus, the rider can calculate the total characteristic score Ga according to the type of road.

  Moreover, since the monitor 41 and the speaker 42 are provided, the information regarding the corrected total characteristic score Ga can be suitably provided to the rider.

  Next, Embodiment 2 of the present invention will be described with reference to the drawings. The second embodiment is a motorcycle 1 having substantially the same configuration as the first embodiment, and the processing of the correction unit 44 is different from the first embodiment. Therefore, the description of the schematic configuration of the motorcycle 1 according to the second embodiment is omitted, and the configuration of the correction unit 44 will be described. In addition, about the same structure as Example 1, detailed description is abbreviate | omitted by attaching | subjecting the same code | symbol.

1. Correction unit 44
Please refer to FIG. In the region A4, the vehicle stability score _Sv is high and the turning performance score _Tv is low. Such traveling is considered to be “solid control”. “Stable driving” is particularly important on urban roads.

Therefore, in addition to turning adjustment, the correction unit 44 basically adjusts the overall characteristic score G (stability adjustment) when the vehicle stability score _Sv is high and the turning performance score _Tv is low. In this adjustment, the stable adjustment point SS is added to the total characteristic score G. In the second embodiment, the stability adjustment point SS is positive. Therefore, the stable adjustment is appropriately referred to as “addition processing” or the like. When the adjustment is made, in the case of “urban road”, the total characteristic score G is added more than in the case of “mountain road”, and in the case of “mountain road”, the point is added more than in the case of “circuit”. Further, the vehicle stability score S _v is increased, and, in accordance with the turning of the score T _v becomes smaller, increasing the point addition the overall performance score G.

  Hereinafter, a configuration example of the correction unit 44 that performs such correction will be described.

  The score adjustment parameter unit 45 has preset correction condition information.

  Please refer to FIG. FIG. 10 is a diagram schematically illustrating preset correction condition information. In the second embodiment, parameters included in each correction condition information are a deduction point threshold ThT, a maximum adjustment amount MT, an addition threshold ThS, and a maximum adjustment amount MS. The maximum adjustment amount MT is a parameter for turning adjustment (deduction process), and the maximum adjustment amount MS is a parameter for stable adjustment (addition process). The additional threshold value ThS corresponds to the stability adjustment threshold value in the present invention.

The values of the parameters ThT, MT, ThS, and MS are set in advance according to the type of road. In the second embodiment, each parameter has the following relationship.
ThT1 = ThT2 = ThT3
MT1>MT2> MT3
ThS1 = ThS2 = ThS3
MS1>MS2> MS3

  The score adjustment parameter unit 45 receives the position information of the motorcycle 1 from the GPS 37 and refers to the map information. Map information is stored in advance in the presentation information database 49. This map information includes road information associated with each road. The road information is information indicating the type of road. Then, the score adjustment parameter unit 45 identifies road information associated with the road on which the motorcycle 1 travels based on the position information and the map information, and selects single correction condition information corresponding to this road information. .

The total score adjusting unit 46 adjusts the total characteristic score G based on the correction condition information and various scores G, S _v , and T _v . The adjustment is divided into turning adjustment (deduction process) and stable adjustment (addition process). Since the former is substantially the same as in the first embodiment, the latter will be described below.

FIG. 11 is a diagram representing the vehicle stability score _Sv and the turning performance score _Tv in two-dimensional coordinates. The horizontal axis and the vertical axis of the two-dimensional coordinates are the same as those in FIG.

A point R at which the vehicle stability score _Sv is 100 and the turning performance score _Tv is 0 is referred to as “additional reference position R”. The additional point reference position R corresponds to the stability adjustment reference position in the present invention.

  The distance DS between the score position P and the added point reference position R is given by equation (4). The distance DS corresponds to the stable adjustment distance in the present invention.

  Here, when the distance DS is less than the additional threshold value ThS, the value of the stable adjustment point SS is obtained by Expression (5). Otherwise, the overall characteristic score G is not adjusted.

  FIG. 11 shows a curve E2 in which points whose distance from the additional point reference position R is the additional point threshold ThS are connected. Only the region H that is closer to the added point reference position R than the curve E2 in the two-dimensional coordinates is the target of the added point process.

  Note that the values of the deduction point threshold ThT and the additional point threshold ThS are preferably set so that their sum is equal to or less than the distance between the deduction point reference position Q and the additional point reference position R. According to this, the object of the point reduction process and the object of the point addition process do not overlap. That is, it is possible to avoid the deduction process and the point addition process from being performed on the same overall characteristic score G.

  The value of the stability adjustment point SS varies depending on the type of road.

  Please refer to FIG. FIG. 12 is a diagram illustrating the relationship between the score position P, the turning adjustment point ST, and the stability adjustment point SS. The horizontal axis in FIG. 12 indicates the position on the line connecting the deduction point reference position Q and the additional point reference position R, and the vertical axis is the turning adjustment point ST and the stability adjustment point SS. Points P1, P2, P3, Q, and R shown on the horizontal axis respectively correspond to the score positions P1, P2, and P3 and the reference positions Q and R shown in FIG. In FIG. 12, each adjustment point ST1 / SS1, ST2 / SS2, ST3 / SS3 in an urban road, a mountain road, and a circuit is indicated by a solid line, a dotted line, and a one-dot chain line.

  As shown in the drawing, in the case of the second embodiment, each of the stability adjustment points SS1, SS2, and SS3 is positive. When the distance DS is 0, each stable adjustment point SS is the maximum adjustment amount MS. Each stable adjustment point SS decreases at a constant rate as the distance DS increases, and each stable adjustment point SS approaches 0 as the distance DS approaches the additional threshold ThS. When the distance DS (score position P) is the same, the stability adjustment point SS1 on the city road is always larger than the stability adjustment point SS2 on the mountain road. When the distance DS (score position P) is the same, the stable adjustment point SS2 on the mountain road is always larger than the stable adjustment point SS3 on the circuit. As for the adjustment amount, which is the absolute value of the stable adjustment point SS, the adjustment amount on the city road is the largest and the adjustment amount on the circuit is the smallest. The relationship between the above-described distance DS and the stable adjustment point SS and the mutual relationship between the stable adjustment points SS1, SS2, and SS3 are defined by the correction condition information.

Subsequently, as shown in Expression (6), the overall characteristic score G is adjusted by the stable adjustment point SS to obtain a corrected overall characteristic score Ga.
Ga = G + SS (6)

When the deduction process and the point addition process are simultaneously performed, the corrected total characteristic score Ga is obtained by the equation (7).
Ga = G + ST + SS (7)

2. Description of Operation Next, in the second embodiment, the operation of the motorcycle 1 will be described focusing on the processing in the skill determination device 30. 13 and 14 are flowcharts showing a procedure for determining the skill.

<Step S21> Detection of Traveling State of Vehicle The rider causes the motorcycle 1 to travel. The state quantity detection unit 31 detects the running state of the vehicle.

<Step S22> Calculation of Overall Characteristic Score The driving skill evaluation unit 32 calculates a vehicle stability score S _v , a turning performance score T _v , and an overall characteristic score G for each turning movement section Y based on the detected vehicle state quantity. Calculate each.

<Step S23> Identification of Road Type The score adjustment parameter unit 45 specifies the type of road on which the motorcycle 1 is traveling based on the position information detected by the GPS 37. Then, the correction condition information corresponding to the identified road type is selected and output to the total score adjustment unit 46.

<Step S24> Correction of Overall Characteristic Score The overall score adjustment unit 46 corrects the overall characteristic score G based on the correction condition information and various scores S _v , T _v , and G. Reference is now made to FIG.

<Step S31> DT <ThT?
The total score adjusting unit 46 determines whether or not the distance DT is less than the deduction point threshold ThT. As a result, when it is determined that it is less than the deduction point threshold ThT, the process proceeds to step S32. Otherwise, step S32 is skipped and the process proceeds to step S33.

<Step S32> Total Characteristic Score Reduction Processing The total score adjustment unit 46 corrects the overall characteristic score G using the turning adjustment point ST to obtain an overall characteristic score Ga.

<Step S33> DS <ThS?
The total score adjusting unit 46 determines whether or not the distance DS is less than the score threshold ThS. As a result, when it is determined that the added point threshold value is less than ThS, the process proceeds to step S34. Otherwise, the next step S34 is skipped and the process proceeds to step S35.

<Step S34> Total Characteristic Score Adding Process The total score adjusting unit 46 corrects the total characteristic score G (the corrected total characteristic score Ga when corrected in step S23) using the stable adjustment point SS, An overall characteristic score Ga is obtained.

<Step S35> Accumulation in Presentation Information Database The total score adjustment unit 46 outputs the corrected total characteristic score Ga to the presentation information database 49. And it returns to step S31 and the same process is performed with respect to the total characteristic score G in the other turning motion section Y.

<Step S25> Output of Comprehensive Total Characteristic Score The monitor 41 displays information on the corrected total characteristic score Ga.

  Thus, according to the motorcycle 1 according to the second embodiment, as in the first embodiment, the overall characteristic score G can be appropriately corrected according to the type of road. The skill can be judged appropriately.

  In addition, the total score adjustment unit 46 performs stable adjustment (addition processing) for adjusting the total characteristic score G based on the distance DS, so that the total characteristic score G is accurately determined according to the degree (trend) of “solid control”. Can be adjusted.

  Further, since the total score adjusting unit 46 performs the stable adjustment only when the distance DS is smaller than the added threshold value ThS, the total characteristic score G can be accurately corrected when there is a tendency of “solid control”.

  Further, since the total score adjusting unit 46 adjusts the total characteristic score G by the stable adjustment point SS, the stable adjustment can be realized by a simple process.

  When the distance DS is the same value, the stability adjustment point SS1 on the city road is larger than the stability adjustment point SS2 on the mountain road, and the stability adjustment point SS2 on the mountain road is larger than the stability adjustment point SS3 on the circuit. As a result, the overall characteristic score Ga on an urban road can be made higher than the overall characteristic score Ga on a mountain road or circuit. That is, even if the degree of “steady maneuvering” is about the same, the skill is evaluated higher in the case of urban road than in the case of a circuit. As a result, in the case of an urban road, it is possible to make a determination with an emphasis on stability as compared to a circuit or a mountain road.

  Further, the stable adjustment point SS decreases as the distance DS increases. As a result, as the tendency of “steady maneuvering” increases, the overall characteristic score Ga after correction can be increased. Furthermore, since the stable adjustment point SS decreases at a constant rate as the distance DS increases, the overall characteristic score G can be adjusted smoothly.

  Since the stable adjustment point SS is positive, “stable maneuvering” can be added.

  Further, since the correction condition information includes parameters ThS and MS for obtaining the stable adjustment point SS, the stable adjustment point SS can be suitably calculated.

  The score adjustment parameter unit 45 automatically specifies the type of road on which the motorcycle 1 is traveling based on the position information of the GPS 37. Thereby, accurate correction condition information can always be selected. For example, when the road type changes during traveling, the score adjustment parameter unit 45 can switch the correction condition information.

  The present invention is not limited to the above embodiment, and can be modified as follows.

  (1) In the above-described embodiments, when the total characteristic score G is corrected, the adjustment points ST and SS are added to the total characteristic score G. However, the present invention is not limited to this. For example, the overall characteristic score G may be corrected by multiplying the overall characteristic score G by a coefficient.

(2) In each embodiment described above, the correction condition information is a parameter for calculating the adjustment points ST and SS, but is not limited thereto. For example, the map may be changed to a map or table in which the vehicle stability score _Sv and the turning performance score _{Tv are associated} with the adjustment point ST / SS.

  (3) In each of the above-described embodiments, the total score adjustment unit 46 may be changed so as to perform only the stable adjustment.

  (4) In each of the above-described embodiments, the turning adjustment point ST is negative, but the present invention is not limited to this. The turning adjustment point ST may be changed to 0 or a positive value. Similarly, the stability adjustment point SS is positive, but is not limited thereto. The stability adjustment point SS may be changed to take 0 or a negative value.

(5) In each of the above-described embodiments, the adjustment point ST / SS is calculated based on the distance DT / DS, but is not limited thereto. For example, based on the difference between the vehicle stability score S _v with the turning resistance score T _v, may be calculated adjustment point ST / SS.

  (6) In each of the above-described embodiments, the increase amount of the turning adjustment point ST with respect to the increase amount of the distance DT is a constant ratio, but is not limited thereto. For example, the turning adjustment point ST may be increased stepwise or may be increased exponentially. The relationship between the distance DS and the stability adjustment point SS may be similarly changed.

  (7) In each embodiment described above, the correction condition information includes the deduction point threshold ThT and the maximum adjustment amount MT, but is not limited thereto. That is, an appropriate parameter may be adopted as long as the turning adjustment point ST can be calculated. The additional threshold value ThS and the maximum adjustment amount MS can be similarly changed.

(8) In each embodiment described above, each score S _v , T _v , G takes a value from 0 to 100, but is not limited thereto. The range of values that each score S _v , T _v , and G can take may be changed as appropriate. In this case, the deduction point reference position Q is a point on the two-dimensional coordinate when the vehicle stability score _Sv is the lower limit value (minimum value) and the turning performance score _Tv is the upper limit value (maximum value). The added point reference position R is a point on a two-dimensional coordinate when the vehicle stability score _Sv is an upper limit value and the turning performance score _Tv is a lower limit value.

  (9) In each of the above-described embodiments, three types of roads are illustrated, but two types may be used, or four or more types may be used. Moreover, although an urban road, a mountain road, and a circuit were illustrated, it is not restricted to this. For example, various roads such as general roads, highways, toll roads, winding roads, sightseeing roads, and the like can be appropriately employed.

  (10) In each of the above-described embodiments, the motorcycle 1 is taken as an example of the vehicle, but is not limited thereto. It may be changed to a straddle-type vehicle other than the motorcycle 1. For example, it may be changed to a three-wheel straddle-type vehicle having two front wheels or a rear wheel, or may be changed to a four-wheel straddle-type vehicle having two front wheels and two rear wheels. Moreover, you may change into vehicles other than a straddle-type vehicle. For example, it may be changed to a three-wheeled vehicle or a four-wheeled vehicle. The skill determination device 30 described in each embodiment can be suitably applied to any vehicle. In other words, the skill determination device 30 can appropriately determine the skill that the driver controls the vehicle according to the type of road.

  (11) Regarding the above-described embodiments and the modified embodiments described in the above (1) to (10), each configuration may be changed as appropriate by replacing or combining the configurations with the configurations of other modified embodiments. Good.

1 ... Motorcycle (vehicle)
DESCRIPTION OF SYMBOLS 30 ... Skill determination apparatus 32 ... Steering skill evaluation part 41 ... Monitor (information output part)
42 ... Speaker (information output unit)
DESCRIPTION OF SYMBOLS 43 ... Input part 44 ... Correction | amendment part 45 ... Score adjustment parameter part 46 ... Total score adjustment part 54 ... Vehicle stability characteristic evaluation part 55 ... Turning characteristic evaluation part 57 ... Total characteristic evaluation part _Sv ... Vehicle stability score _Tv ... Turning Score G ... total characteristic score Ga ... corrected total characteristic score P ... score position Q ... deduction point reference position (turning adjustment reference position)
R ... Additional point reference position (stability adjustment reference position)
DT ... Distance (Turning adjustment distance)
DS ... Distance (Stable adjustment distance)
ST ... Turning adjustment point SS ... Stable adjustment point ThT ... Decrease threshold (turning adjustment threshold, correction condition information)
ThS ... Additional threshold (stability adjustment threshold, correction condition information)
MT: Maximum adjustment amount (correction condition information)
MS ... Maximum adjustment amount (correction condition information)

Claims (14)

A skill determination device for determining a skill for maneuvering a vehicle,
The vehicle stability score is calculated by evaluating the vehicle stability characteristic, the turnability score is calculated by evaluating the turning characteristic of the vehicle, and the overall characteristic score is calculated based on the vehicle stability score and the turnability score. A driving skill evaluation unit to calculate,
A plurality of correction condition information set in advance for each type of road, and the overall characteristic score based on the vehicle stability score, the turning performance score, and the correction condition information corresponding to the road on which the vehicle travels A correction unit for correcting
A skill determination device comprising: In the skill determination apparatus according to claim 1,
The point on the two-dimensional coordinates with the coordinates on the first axis as the vehicle stability score, the coordinates on the second axis as the turning score,
The skill determining device that corrects the total characteristic score according to a score position on a two-dimensional coordinate. In the skill determination apparatus according to claim 1 or 2,
The vehicle stability score takes a value in the range from the stability lower limit value to the stability upper limit value,
The turning performance score takes a value in a range from a turning lower limit value to a turning upper limit value,
The point on the two-dimensional coordinate when the vehicle stability score is the stability lower limit value and the turning performance score is the turning upper limit value is set as a turning adjustment reference position,
The distance between the turning adjustment reference position and the score position is a turning adjustment distance,
The point on the two-dimensional coordinate when the vehicle stability score is the stability upper limit value and the turning score is the turning lower limit value is set as a stability adjustment reference position,
The distance between the stable adjustment reference position and the score position as a stable adjustment distance,
The correction unit adjusts the total characteristic score based on the turning adjustment distance and the correction condition information, and stable adjustment adjusts the total characteristic score based on the stable adjustment distance and the correction condition information. A skill determination device that performs at least one of the following. In the skill determination apparatus according to claim 3,
The turning determination is a skill determination device that calculates a turning adjustment point based on the turning adjustment distance and the correction condition information, and adds the turning adjustment point to the overall characteristic score. In the skill determination apparatus according to claim 4,
The correction condition information is set at least for each urban road, mountain road, and circuit,
A skill determination device in which, when the turning adjustment distance is the same value, the turning adjustment point is smaller in the case of an urban road than in the case of a mountain road, and the turning adjustment point is smaller in the case of a mountain road than in the case of a circuit. In the skill determination apparatus according to claim 4 or 5,
A skill determination device in which the turning adjustment point increases as the turning adjustment distance increases. The skill determination apparatus according to any one of claims 4 to 6,
A skill determination device in which the turning adjustment point takes a negative value. In the skill determination apparatus according to claim 3,
In the stable adjustment, a skill determination device that calculates a stable adjustment point based on the stable adjustment distance and the correction condition information, and adds the stable adjustment point to the overall characteristic score. In the skill determination apparatus according to claim 8,
The correction condition information is set at least for each urban road, mountain road, and circuit,
A skill determination device in which, when the stable adjustment distance is the same value, the stability adjustment point is larger in the case of an urban road than in the case of a mountain road, and the stability adjustment point is larger in the case of a mountain road than in the case of a circuit. In the skill determination apparatus according to claim 8 or 9,
A skill determination device in which the stable adjustment point decreases as the stable adjustment distance increases. The skill determination apparatus according to any one of claims 8 to 10,
A skill determination device in which the stable adjustment point takes a positive value. The skill determination apparatus according to any one of claims 1 to 11,
It has an input part for specifying the type of road,
The skill determination device, wherein the correction unit selects the correction condition information corresponding to a road type specified by the input unit. The skill determination apparatus according to any one of claims 1 to 12,
A skill determination device further comprising an information output unit that outputs information on the total characteristic score corrected by the correction unit.   A vehicle comprising the skill determination device according to any one of claims 1 to 13.

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