JP2023178711A - Operation propriety determination device - Google Patents

Abstract

To provide an operation propriety determination device which can determine whether or not it is proper for an operator to operate a device in consideration of individual differences between abilities of operators.SOLUTION: An operation propriety determination device determines whether or not it is proper for an operator to operate a motor cycle based on whether or not a reaction speed of the operator exceeds a predetermined threshold value T2. The operation propriety determination device includes: a determination part which measures a reaction speed of the operator in a predetermined reaction speed inspection and determines whether or not it is proper for the operator to operate the motor cycle; and a storage device which stores the threshold value T2. The threshold value T2 is updated based on a result of the reaction speed inspection.SELECTED DRAWING: Figure 3

Description

The present invention relates to a driveability determination device.

BACKGROUND ART Conventionally, a driveability determination device is known that determines whether a driver is in a state suitable for driving (whether or not he or she can drive) before the vehicle starts traveling (for example, see Patent Document 1).
With this technology, as an inspection performed by the driver before driving the vehicle, the driver moves the pointer on the indicator while depressing the clutch pedal, and checks whether the pedal operation can follow the task specified by the device. Determine whether the vehicle is in a state suitable for driving.

Special Publication No. 59-30573

However, in the above-mentioned conventional technology, the judgment threshold is constant, so if there are individual differences in the reaction speed of drivers, the test is troublesome for drivers who have a fast reaction time, and it is difficult for drivers who have a slow reaction time. There is a problem that people feel that the difficulty of the test is high.

Accordingly, the present invention provides an drivability determination device that can determine whether or not a device can be driven, taking into account individual differences in driver reaction speed.

As a means for solving the above problems, a first aspect of the present invention provides a driveability determination that determines whether or not the device (1) can be driven based on whether the driver's reaction speed exceeds a predetermined threshold (T2). The device (10) includes a determination unit (12) that measures the reaction speed of the driver through a predetermined reaction speed test and determines whether or not the device (1) can be operated, and stores the threshold value (T2). and a storage unit (19), wherein the threshold value (T2) is updated based on the result of the reaction speed test.
According to this configuration, the driver's reaction speed is checked when the device is operated (starting operation), and if the actual reaction speed is less than the threshold (reaction speed is fast), the device can be operated ( If the actual value of the reaction speed exceeds a threshold (reaction speed is slow), it becomes possible to perform control such as disabling (disallowing) the operation of the device. The threshold value for a reaction speed test is updated from the initial value based on the results of a reaction speed test conducted in the past or in advance, so it can be used to determine whether driving is possible or not depending on the reaction speed of the individual driver (equipment owner). A suitable threshold can be set. Thereby, it is possible to suppress individual variations in the difficulty level of the reaction speed test, to optimize it, and to improve the practicality of the drivability determination device.

In a second aspect of the present invention, in the first aspect, the determination of whether or not the operation is possible is made by performing the reaction rate test a plurality of times, and the results of the reaction rate test a plurality of times are stored in the memory. It is stored in the section (19), and is characterized in that the faster the reaction speed as a result of the reaction speed test, the smaller the number of times (N1) of the reaction speed test for determining whether or not the operation is possible is set.
According to this configuration, the faster the results of the past or previous reaction speed tests stored in the storage unit are, the fewer the number of reaction speed tests for determining whether driving is possible, the more stringent the criteria (the faster the For drivers who have cleared the test (reaction speed), it is possible to quickly complete the determination of whether or not the driver can drive by testing the reaction speed a small number of times. As a result, it is possible to reduce the troublesomeness of the reaction speed test while ensuring accuracy in determining whether or not a driver can drive the vehicle with a fast reaction speed.

A third aspect of the present invention is that in the first or second aspect, the storage unit (19) stores the threshold value (T2) for each of a plurality of drivers, and The present invention is characterized in that by specifying the driver, the threshold value (T2) is switched in accordance with the specified driver.
According to this configuration, by identifying the driver and switching the threshold value during the reaction speed test, even when one device is shared by multiple drivers, the threshold value suitable for determining whether or not the driver can drive can be set for each driver. By setting the difficulty level of the reaction speed test, it is possible to suppress individual variations in driving ability determination and improve accuracy, thereby increasing the practicality of the driving ability determination device.

In a fourth aspect of the present invention, in any one of the first to third aspects, the device (1) is equipped with a direction indicator (7L, 7R), and a driver is provided with a direction indicator (7L, 7R). , 7R), and an operation section (8a) that can be operated in the indicated direction by the operation section (8a).
According to this configuration, by performing a reaction speed test using the direction indicator and the operation unit provided in the device, an additional device for the test is not required, and costs can be reduced.

In a fifth aspect of the present invention, in the fourth aspect, the reaction speed test is performed until the driver operates the operation part (8a) in response to an instruction from the direction indicator (7L, 7R). The reaction time is measured, and the correct answer rate as to whether or not the operation part (8a) is operated in the direction indicated by the direction indicator (7L, 7R) is calculated, and the actual value (T1) of the reaction time is calculated. It is characterized in that it is determined whether or not the device (1) can be operated based on the actual value (R1) of the correct answer rate.
According to this configuration, the reaction time of the driver's operation in response to the instruction (activation) of the direction indicator is measured, and the correct answer rate of the operation direction of the operation unit is calculated, and the results of both the reaction time and the correct answer rate are calculated. By determining whether or not to drive based on the value, it is possible to determine whether or not to drive based on both the response speed and correct answer rate, and it is possible to determine whether or not to drive based on the driver's abilities necessary for driving such as recognition, judgment, and operation. The accuracy of determination can be improved.

In a sixth aspect of the present invention, in any one of the first to fifth aspects, the drive system of the device (1) is operated based on the result of the determination by the determination unit (12) as to whether the device (1) can be operated. The control unit (13) includes a control unit (13) that controls the equipment (1) as drive restriction control when the determination unit (12) determines that the equipment (1) cannot be operated. The present invention is characterized in that the starting of the drive device (1) is restricted, or the transition of the drive system to a drive standby state is restricted.
According to this configuration, the control unit that controls the drive system of the device based on the determination that the device cannot be operated restricts the start of the drive device of the device, or the drive system of the device is in a drive standby state (drive ready state). ), the operation of the device can be reliably restricted, and the practicality of the device for determining whether the device can be operated can be improved.

A seventh aspect of the present invention is characterized in that the vehicle according to the sixth aspect further includes a restriction display section (15a) that displays that the drive restriction control is being executed.
According to this configuration, by providing the restriction display section that indicates that drive restriction control of the device is being executed, it is possible to notify the driver that the device is in the drive restriction state. Therefore, the driver can easily understand that the drive is restricted rather than due to equipment failure, and the practicality of the driveability determination device can be improved.

An eighth aspect of the present invention is characterized in that, in the seventh aspect, the driving information display device (15) included in the device (1) includes the restriction display section (15a).
According to this configuration, the meter device, etc. that displays the operating information of the equipment is provided with a limit display section that indicates that the drive limit control is being executed, so that the driver can notice that the drive limit control is being performed. This makes it possible to improve the practicality of the driveability determination device.

A ninth aspect of the present invention is that in any one of the sixth to eighth aspects, the determining unit (12), after determining that the device (1) cannot be operated, The determination is characterized in that the determination is reset after an appropriate recovery time Ta has elapsed.
According to this configuration, after the determination that the device cannot be operated, the determination is automatically reset after a predetermined time has elapsed, so that the device can be restarted without setting an additional reset operation. Therefore, it is possible to provide a highly convenient drivability determination device.

A tenth aspect of the present invention is that in any one of the sixth to ninth aspects, the determination unit (12) stops the drive system of the device (1) from the operating state. After that, the drivable determination is maintained for a predetermined determination retention time Tb.
According to this configuration, after the drive system is stopped while the equipment is in operation, the operable determination is maintained for a specified period of time, so that when the equipment is restarted after being stopped for a short time, In this case, it is possible to start the drive device, etc. without having to make a new determination of whether or not the drive is possible. Therefore, it is possible to provide a highly convenient drivability determination device.

According to the present invention, it is possible to provide an drivability determination device that can determine whether or not a device can be driven in consideration of individual differences in driver reaction speed.

FIG. 2 is a rear view of the periphery of the main switch unit of the motorcycle according to the embodiment of the present invention. It is a table showing the details of the determination of whether or not the motorcycle can be driven. It is a table showing the update status of the threshold value and the number of times of determination of the reaction speed test. It is a graph showing the relationship between the number of judgments of the reaction speed test and the number of rides. FIG. 2 is a block diagram showing the configuration of the device for determining whether or not the motorcycle can be driven. It is a flow chart which shows the processing of the control device of the above-mentioned driveability judgment device. 7 is a flowchart showing the processing of the subroutine in FIG. 6.

Embodiments of the present invention will be described below with reference to the drawings. Note that the directions such as front, rear, left, and right in the following description are the same as the directions of the vehicle described below unless otherwise specified. In addition, arrow FR indicating the front of the vehicle, arrow LH indicating the left side of the vehicle, arrow UP indicating the upward direction of the vehicle, and line CL indicating the left-right center of the vehicle body are shown at appropriate locations in the drawings used in the following explanation.

As shown in FIG. 1, a driveability determination device 10 (see FIG. 5) according to the present embodiment is applied to, for example, a scooter-type motorcycle (saddle-type vehicle) 1. FIG. 1 shows the vicinity of the leg shield 2 as seen from the riding position side (rear side) of the motorcycle 1. The leg shield 2 is located in front of a seat (not shown) on which a driver is seated, and suppresses the wind blowing toward the legs of the driver seated on the seat.

The motorcycle 1 includes a front wheel that is a steering wheel and a rear wheel that is a driving wheel (both not shown). The front wheels are supported by suspension components such as front forks and can be steered by a bar handle 3. Steering system components including the front wheels are supported at the front end of the vehicle body frame 4 so as to be steerable. The periphery of the vehicle body frame 4 is covered with a vehicle body cover 5 including a leg shield 2. The motorcycle 1 includes at least one of an engine (internal combustion engine) and an electric motor as a driving source for running.

A main switch unit 20 including a main switch for turning on and off the power of the motorcycle 1 is arranged on the rear side (driver side) of the leg shield 2. The main switch unit 20 is disposed, for example, on the right side of the leg shield 2, and is fixed to the vehicle body frame 4 or the like inside the leg shield 2 while being fitted into a mounting seat surface on the rear side of the leg shield 2.

The main switch unit 20 includes a key cylinder 21 into which an operation key 25 is inserted. The key cylinder 21 can be rotated (predetermined starting operation) by the driver with the operation key 25 inserted, and this rotation operation turns on and off the main power of the motorcycle 1. , various locking devices such as handle locks are locked and unlocked. The main switch unit 20 includes a key shutter 26 on the rear side of the key cylinder 21 to protect the key hole. The combination of the key cylinder 21 and the operation key 25 constitutes a key device 11 for the driver to perform a prescribed starting operation on the motorcycle 1.

A handle cover 6 is attached to the left and right intermediate portions of the bar handle 3 (a specified range on the inside in the left and right direction including the left and right center portions). The handle cover 6 has a headlight (not shown) arranged at its front end, a meter device 15 arranged at its upper surface, and a pair of left and right front blinkers 7L, 7R arranged at its left and right sides, respectively. A pair of left and right switch boxes 8L and 8R are attached to the left and right side parts of the bar handle 3, adjacent to the left and right inner sides of the left and right grip parts. A plurality of handle switches are arranged in the left and right switch boxes 8L and 8R for the driver to operate with his/her fingers. Reference numeral 8a in the figure indicates a turn signal switch provided in the left switch box 8L. A pair of left and right operation levers 9L and 9R, which are gripped and operated by the driver, are arranged in front of the left and right grips, respectively.

When the main power source of the motorcycle 1 is turned on and the determination result of the drivability determination device 10, which will be described later, is "drivable", the following travel preparation operation is possible. That is, in the case of a vehicle equipped with an engine as a drive source, the engine can be started by operating a start switch (not shown). In addition, in the case of a vehicle equipped with an electric motor as the drive source, by operating a start switch (not shown), the drive system including the electric motor is put into a drive standby state (drive ready state, state where it can be started immediately by operating the accelerator). It is possible to do so.

In the motorcycle 1 of the embodiment, before the driver performs a starting operation, the drivability determination device 10 determines whether or not the driver can drive the motorcycle 1. Based on this determination result, control is performed to restrict the operation of the drive system of the motorcycle 1 as necessary.
As shown in FIG. 5, the drivability determination device 10 includes a key device 11 for the driver to perform a starting operation, a determination unit 12 for determining whether the motorcycle 1 is drivable, and a determination unit 12 for determining whether the motorcycle 1 is drivable. The motorcycle 1 includes a control unit 13 that controls the operation of the drive system of the motorcycle 1 based on the results, and a storage device (storage unit) 19 that stores information and results related to the driveability determination.

The key device 11 includes an operation key 25 held by the driver, and a key cylinder 21 mounted on the vehicle body into which the operation key 25 can be inserted.
The determination unit 12 and the control unit 13 are configured, for example, in an electronic control unit (ECU) included in the motorcycle 1. The determination unit 12 and the control unit 13 are realized by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). The determination unit 12 and the control unit 13 may be realized by cooperation between software and hardware.

The determination unit 12 determines whether or not the motorcycle 1 can be driven based on the following conditions. The determination condition of the determination unit 12 is whether the driver reacts quickly and correctly in the following reaction speed test. In the reaction speed test, either the left or right front turn signal 7L or 7R is turned on at random to instruct the driver in the direction, and the reaction time until the driver operates the turn signal switch 8a in response to this instruction is measured. Then, the correct answer rate is calculated as to whether or not the turn signal switch 8a is operated in the direction as instructed. Based on these reaction times and correct answer rates, the determination unit 12 determines whether driving is possible.

The direction as instructed by the left and right front blinkers 7L, 7R refers to the side where one of the left and right front blinkers 7L, 7R is lit (left side if the left front blinker 7L is lit, right side if the right front blinker 7R is lit). In the embodiment, operating the turn signal switch 8a in the direction specified by the left and right front turn signals 7L and 7R is sometimes referred to as "turn signal cancellation." This operation is not related to the push cancel of the blinker switch 8a.

If the reaction time in the reaction speed test exceeds a predetermined threshold (reaction is slow), the determination unit 12 determines that the motorcycle 1 cannot be driven by the driver who conducted the test. In accordance with this determination, the control unit 13 cooperates with the engine ECU to restrict starting of the engine, thereby reliably restricting the operation of the motorcycle 1. In the embodiment, the control device 14 stops the power supply to the starter relay 17 that drives the starter motor 18, thereby restricting starting of the engine. The engine ECU may be integrated with the control device 14 or may be separate.

Referring also to FIG. 2, the determination unit 12 determines whether or not the motorcycle 1 is drivable by performing a reaction speed test a plurality of times (predetermined number of times N1 of determinations (inspections)). The results of multiple reaction speed tests are stored in the storage device 19, and the average reaction time (actual value T1) is calculated. The determination unit 12 determines that the motorcycle 1 cannot be driven when the average reaction time (actual value T1) exceeds a predetermined threshold T2.

Further, the determination unit 12 calculates the correct answer rate ("number of times the blinker switch 8a was operated in the direction as instructed"/"total number of times of testing") R1 from the results of the plurality of reaction speed tests. The determination unit 12 also determines that the motorcycle 1 cannot be driven when the accuracy rate R1 is less than a predetermined threshold R2.

In the example in the first row of FIG. 2, a reaction speed test is performed with the number of judgments N1 being 5, and the actual value T1 of the average reaction time is 0.3 sec, which is smaller than the threshold T2 (for example, 0.5 sec). It is in the passable range below the threshold T2. Moreover, the actual value R1 of the correct answer rate is 100%, which is larger than the threshold value R2 (for example, 80%), and is in the passing range exceeding the threshold value R2. Based on this inspection result, in the example in the first line of FIG. 2, a pass (operation possible) determination is made. Note that the actual value T1 of the average reaction speed is calculated based only on the result when the turn signal switch 8a is operated in the direction as instructed.

In the example on the second line of FIG. 2, similarly to the above, the reaction speed test is performed with the number of judgments N1 being 5, and the actual value T1 of the average reaction time is 0.5 seconds, which is smaller than the threshold value T2 (for example, 0.5 sec). Although the time is 3 seconds, the actual value R1 of the correct answer rate is 60%, which is smaller than the threshold value R2 (for example, 80%), so it is determined that the vehicle has failed (unable to drive).
In the example in the third row of FIG. 2, similarly to the above, a reaction speed test is performed in which the number of judgments N1 is 5, and the actual value R1 of the correct answer rate is 100%, which is larger than the threshold value R2 (for example, 80%). However, since the actual value T1 of the average reaction time is 0.8 sec, which is larger than the threshold value T2 (for example, 0.5 sec), it is determined that the vehicle has failed (unable to operate).
In this way, it is determined that the motorcycle 1 can be driven only when both the average reaction time and the correct answer rate performance values T1 and R1 are within the passing range.

When the user (driver) has decreased driving aptitude due to drinking, overwork, illness, etc., the abilities necessary for driving the motorcycle 1, such as recognition, judgment, and operation, deteriorate. In this case, if the reaction speed test described above is performed, it is expected that the reaction speed will be slow or the accuracy rate will be lower. Therefore, before the engine is started (before the main switch unit 20 is turned on), it is determined whether or not the vehicle can be driven using a reaction speed test, and if both the reaction speed and the correct answer rate are within the passing range, the user (driver) It is determined that the motorcycle 1 is in a driveable state (the motorcycle 1 is in a driveable state), and the engine can be started. If either the reaction speed or the correct answer rate is not within the passing range, it is determined that the user (driver) is in a state of reduced driving aptitude (incapable of driving the motorcycle 1), and the engine is started. make it impossible.

Referring also to FIG. 3, in the embodiment, the threshold value T2 of the average reaction time in the reaction speed test and the number of determinations (the number of tests) N1 are based on the results (actual value T1) of the reaction speed test conducted in the past or in advance. Based on this, the initial value T0 is updated (corrected).
Referring to the first line of FIG. 3, the initial value T0 of the average reaction time threshold T2 is set to 1.5 seconds, and the initial value N0 of the number of determinations N1 is set to 10 times. The initial value T0 of the average reaction time threshold T2 corresponds to an upper limit that indicates that the motorcycle 1 is not suitable for driving if it takes longer than this. The initial value N0 of the number of times of determination N1 is set to a large value for data collection.

For each of the above-mentioned initial values T0 and N0, the average reaction time threshold T2 and the number of determinations N1 are updated based on the results of a reaction speed test conducted in the past or in advance.
Referring to the second line of FIG. 3, in the example of a certain driver A, the actual value T1 of the average reaction time is 0.8 sec, so the threshold value T2 of the average reaction time is determined by adding 0.1 sec to the actual value T1. It is set to 0.9 sec. Since this threshold value T2 is sufficiently faster than the initial value T0, the number of times of determination N1 is set to five so that such a driver can reduce the number of times of determination N1 and complete the determination in a short time.

Referring to the third line of FIG. 3, in the example of a certain driver B, the actual measured value T1 of the average reaction time is 1.2 sec, so the threshold value T2 of the average reaction time is determined by adding 0.1 sec to the actual measured value T1. The time is set to 1.3 seconds. Since this threshold value T2 is slightly faster than the initial value T0, the number of times of determination N1 is set to seven so that such a driver can suppress the amount of decrease in the number of times of determination N1 and make a reliable determination.
Referring to the fourth line of FIG. 3, in the example of a certain driver C, the actual measured value T1 of the average reaction time is 0.3 sec, so the threshold value T2 of the average reaction time is determined by adding 0.1 sec to the actual measured value T1. It is set to 0.4 sec. Since this threshold value T2 is sufficiently faster than the initial value T0 and even faster than the driver A, the number of times of determination N1 is set to three so that the number of times of determination N1 can be reduced and the determination can be completed in a short time. Ru.

Since the reaction speed test result (reaction speed) has characteristics (differences) for each individual, the initial value N0 of the number of judgments N1 is set to a relatively large value to collect data for each individual. If a certain amount of data is accumulated, it is possible to start the engine by reducing the number of determinations N1.
That is, as shown in the graph of FIG. 4, as the number of rides by the driver increases, the number of determinations N1 can be decreased from the initial value N0.

The above configuration is based on the premise that the driver of the motorcycle 1 is fixed, but if the motorcycle 1 is shared by a plurality of drivers, the following configuration may be considered.
That is, when another driver drives the motorcycle 1, for example, a prescribed setting reset operation is performed, the driver is identified by a prescribed authentication method, and the average reaction time threshold T2 and the number of determinations N1 are switched. possible. The results of the reaction speed test for each driver (average reaction time, correct answer rate, number of determinations) are stored in the storage device 19. The relative relationship between the average reaction time, the correct answer rate, the number of times of determination, and the relationship with the driveability determination, etc., are approximated in a table format or numerical formula and stored in advance in the storage device 19.

When a plurality of drivers are assumed, data is collected by increasing the number of times N1 of determinations for each driver at first, so that it is possible to determine whether driving is possible or not suitable for each driver. As a driver authentication method, for example, a configuration can be considered in which a specified number of drivers can be authenticated by button operation, dial operation, or the like. Further, a configuration that enables fingerprint authentication, face authentication, etc., or allows the driver to be authenticated by communication with a so-called smartphone, tablet terminal, etc. owned by the driver is also considered.

Next, with reference to FIG. 5, the main configuration of the drivability determination device 10 for the motorcycle 1 in the embodiment will be described.
The driveability determination device 10 includes a key device 11, a control device 14, a storage device 19, a meter device 15, a battery 16, a starter relay 17, a starter motor 18, left and right front blinkers 7L and 7R, and blinkers. A switch 8a is provided.

The key device 11 includes a key cylinder 21 and an operation key 25. Key cylinder 21 is connected to control device 14 . The key cylinder 21 and the control device 14 are mounted on the vehicle body side.
The control device 14 is an electronic control unit that constitutes the determination section 12 and the control section 13. In addition to the key cylinder 21, the control device 14 is connected to a storage device 19, a meter device 15, the start switch, a battery 16, and the like.
The storage device 19 stores information related to reaction speed tests (threshold values, test results, etc.). The storage device 19 is not limited to a configuration separate from the control device 14, but may be configured integrally with the control device 14 (a storage section within the control device 14).

The meter device 15 includes a speedometer that indicates the vehicle speed, a tachometer that indicates the engine speed, and various indicators (particularly a pair of left and right blinker indicators 15bL, 15bR). The meter device 15 displays various operating conditions of the motorcycle 1 to the driver. The meter device 15 includes a restriction display section 15a that displays to the driver that engine start restriction is being executed based on the result of the driveability determination. The restriction display section 15a may be, for example, a lamp that lights up or blinks when starting is restricted, or may be a display device using a liquid crystal panel or the like. The limit display section 15a may be provided independently of the meter device 15.

The battery 16 is, for example, a 12V battery mounted on the motorcycle 1 as an auxiliary power source.
The starter relay 17 is a switch that is turned on and off according to the primary current supplied from the control device 14 by operating the start switch, and switches whether or not power is supplied between the battery 16 and the starter motor 18 .
The starter motor 18 is driven by electric power supplied from the battery 16 and cranks the engine to enable engine starting.

When the driver inserts the operation key 25 into the key cylinder 21 and turns it to the power-on side in order to start the engine, a reaction speed test is started to determine whether or not the engine can be driven. As a result of the reaction speed test, if it is determined that the driver who conducted the test is in a state where the motorcycle 1 can be driven, the engine can be started using the start switch (valid). In this case, the driver can start the engine and drive (travel) the motorcycle 1 as usual.
On the other hand, if it is determined as a result of the reaction speed test that the driver who conducted the test is unable to drive the motorcycle 1, starting the engine using the start switch becomes impossible (invalid). In this case, the driver cannot start the engine and cannot drive the motorcycle 1.

The determination as to whether or not the vehicle can be operated is made by the determination unit 12 of the control device 14 . When the determination unit 12 determines that the engine cannot be operated, the control unit 13 of the control device 14 performs control (drive restriction control) to restrict starting of the engine in cooperation with the engine ECU. When the drive restriction control is performed, even if the start switch is operated while the motorcycle 1 is powered on, the primary current is not supplied to the starter relay 17 (the starter relay 17 is not turned on). As a result, the starter motor 18 is not driven, the engine is not started, and the operation of the motorcycle 1 is restricted (regulated).

At this time, the restriction display section 15a of the meter device 15 displays that the engine cannot be started based on the result of the driveability determination (driveability determination).
A determination that the driver is unable to drive (a determination that the driver is in a state where the driver's aptitude for driving has decreased) is determined based on, for example, the amount of time it takes for the driver to recover from the state of intoxication due to drinking alcohol (a predetermined fitness recovery time Ta, for example, 24 hours). ) is reset. In addition to waiting for the elapse of a predetermined time, the determination that driving is not possible may be reset in response to a specific reset operation or the like.

If the driveability determination is made every time the engine is stopped, a normal driver may find it bothersome. In order to reduce this inconvenience, in the embodiment, the key cylinder 21 After the engine is stopped due to the rotation of the engine, for example, the engine can be started for a period of time (a predetermined judgment holding time Tb, for example, about 15 minutes) to go buy snacks, drinks, etc., without the need to judge whether or not it is possible to drive. The structure is as follows.

When the control device 14 inserts the operation key 25 into the key cylinder 21 and rotates it to the power-on side, standby power is supplied and the control device 14 enters a standby state.
For example, when the motorcycle 1 is equipped with the following security device, a configuration may be adopted in which power is supplied to the control device 14 upon authentication of the operation key 25 and the control device 14 enters a standby state. The security device authenticates the operation key 25 by communicating between the vehicle and the operation key 25 (remote key) within a preset authentication area. Further, for example, if the motorcycle 1 is capable of detecting or acquiring position information, the control device 14 may be configured to be in a standby state by being supplied with power depending on conditions such as location and time of day.

Control wiring for causing the left and right front blinkers 7L, 7R and the blinker switch 8a to function as a component of the driving permission determination device 10 is arranged between the left and right front blinkers 7L, 7R and the blinker switch 8a, and the control device 14. has been done. This control wiring may function, for example, as wiring for causing the left and right front blinkers 7L, 7R to function as direction indicators of the motorcycle 1, or may be wired separately from the control wiring. In the driveability determination, a reaction speed test is performed in which either the left or right front blinkers are turned on at random to instruct the driver in a direction, and the driver operates the blinker switch 8a in response to this instruction.

The left turn signal indicator 15bL lights up (blinks) in synchronization with the lighting (flashing) of the left front turn signal 7L, and the right turn signal indicator 15bR lights up (blinks) in synchronization with the lighting (flashing) of the right front turn signal 7R. In the reaction speed test, both the left and right front turn signals 7L, 7R and the left and right turn signal indicators 15bL, 15bR are turned on, but only the left and right front turn signals 7L, 7R are turned on, or only the left and right turn signal indicators 15bL, 15bR are turned on. Good too.
Further, for example, when the motorcycle 1 is equipped with a sensor that detects the steering angle of the steering wheel, the reaction speed may be tested by operating the steering wheel in a direction in which the left and right front blinkers 7L, 7R, etc. are turned on. Similarly, for example, if the motorcycle 1 is equipped with a sensor that detects the operation of the left and right operating levers 9L and 9R attached to the bar handle 3, the operating levers in the direction in which the left and right front blinkers 7L, 7R, etc. are turned on may be operated. You may also perform a reaction rate test.

Next, the process related to determining whether or not the vehicle can be driven, which is performed by the control device 14, will be described with reference to the flowchart shown in FIG. The following process is repeatedly executed at a predetermined control cycle when the control device 14 is in a standby state. In the flowchart of FIG. 6, "drunk state" is described as an example of the "state of decreased driving aptitude" of the driver.

First, when the key cylinder 21 is operated to the power on side after the conditions such as the suitability recovery time Ta and the judgment hold time Tb have passed after the ignition is turned off, the control device 14 performs a driver reaction speed test. As a result, the reaction time until the blinker is canceled is measured multiple times (step (subroutine) S1). Thereafter, it is determined whether the actual value T1 of the average reaction time for turn signal cancellation (cancellation operation) exceeds a predetermined threshold T2 (regular time) (or is equal to or greater than the threshold T2) (step S2).

If YES in step S2 (exceeds threshold T2), the determination unit 12 determines that the person is in a drunk state (step S3), and the control unit 13 shifts to a state in which the engine cannot be started (a state in which engine starting is restricted). is performed (step S4).
If NO in step S2 (threshold value T2 is not exceeded), the determination unit 12 determines that the person is not in a drunk state (step S5), and the control unit 13 shifts to a state in which the engine can be started (step S6).

FIG. 7 shows the processing in subroutine S1 of FIG.
In the subroutine S1, first, it is detected that the key cylinder 21 has been rotated to the power on side by the driver's operation (step S11), and it is detected that the control device 14 is in the on state with power supplied (step S12). ). Next, either one of the left and right front turn signals 7L, 7R is turned on at random (step S13), and a cancellation operation of the turn signal switch 8a with respect to this lighting is detected (step S14). The operation time (reaction time) until the blinker is canceled is measured and stored in the storage device 19 (step S15), and then it is determined whether or not a predetermined number of determinations N1 has been performed (step S16). . If NO in step S16 (the number of times of determination is less than N1), reaction time measurement and the like are repeated from step S13. If YES in step S16 (the number of times of determination N1 has been completed), the process moves to step S2, and it is determined whether or not the actual measured value T1 of the calculated average reaction time exceeds a threshold value T2.

In the embodiment, an example has been described in which the motorcycle 1 uses an engine (internal combustion engine) as a drive source for running, but the following examples are also possible. That is, in the case where the motorcycle 1 is an electric vehicle that includes an electric motor as a drive source for running, when the determination unit 12 determines that the motorcycle 1 cannot be driven, the control unit 13 sets the drive system to a drive standby state (drive ready state). If the determination unit 12 determines that the drive system can be driven, the control unit 13 may cause the drive system to transition to a drive standby state (drive ready state).

As explained above, the driveability determination device 10 in the above embodiment determines whether or not the motorcycle 1 can be driven based on whether the driver's reaction speed exceeds a predetermined threshold T2. comprising a determination unit 12 that measures the reaction speed of the driver through a predetermined reaction speed test and determines whether or not the motorcycle 1 can be driven; and a storage device 19 that stores the threshold T2; The threshold T2 is updated based on the result of the reaction speed test.
According to this configuration, the reaction speed of the driver is inspected when driving the motorcycle 1 (during a starting operation), and if the actual reaction speed T1 is less than the threshold T2 (when the reaction speed is fast), the motorcycle 1 is checked. It is possible to carry out control such as enabling (permitting) operation of motorcycle 1, and disabling (disallowing) operation of motorcycle 1 when actual reaction speed value T1 exceeds threshold value T2 (reaction speed is slow). It becomes possible. The threshold T2 of the reaction speed test is updated from the initial value T0 based on the results of reaction speed tests conducted in the past or in advance, so it can be adjusted depending on the reaction speed of the individual driver (owner of the motorcycle 1). , it is possible to set a threshold value T2 suitable for determining whether or not the vehicle can be driven. Thereby, it is possible to suppress individual variations in the difficulty level of the reaction speed test, to optimize it, and to improve the practicality of the driving ability determining device 10.

In the driveability determining device 10, the driveability determination is made by performing the reaction speed test a plurality of times, and the results of the reaction speed test a plurality of times are stored in the storage device 19, and the result of the reaction speed test is stored in the storage device 19. The faster the reaction speed as a result of the speed test, the smaller the number of times the reaction speed test is performed (determination number N1) for determining whether or not the vehicle can be driven is set.
According to this configuration, the faster the results of the past or previous reaction speed tests stored in the storage device 19, the more stringent the criteria (more For drivers who have passed the test (fast reaction speed), the determination of whether or not the vehicle can be driven can be completed quickly by conducting reaction speed tests a small number of times. As a result, it is possible to reduce the troublesomeness of the reaction speed test while ensuring accuracy in determining whether or not a driver can drive the vehicle with a fast reaction speed.

In the driving capability determining device 10, the storage device 19 stores the threshold value T2 for each of a plurality of drivers, and by specifying the driver at the time of the reaction speed test, the threshold value T2 is set according to the specified driver. Switch threshold T2.
According to this configuration, by identifying the driver and switching the threshold T2 during the reaction speed test, it is suitable for determining whether or not each driver can drive, even when one motorcycle 1 is shared by multiple drivers. By setting the threshold value T2, it is possible to optimize the difficulty level of the reaction speed test, suppress individual variations in driving ability determination, increase accuracy, and increase the practicality of the driving ability determination device 10.

The driveability determination device 10 utilizes the front turn signals 7L, 7R included in the motorcycle 1, and the turn signal switch 8a that allows the driver to operate the front turn signals 7L, 7R in the indicated direction. and conduct the reaction rate test.
According to this configuration, by performing a reaction speed test using the front blinkers 7L, 7R and the blinker switch 8a provided in the motorcycle 1, an additional device for the test is not required, and costs can be reduced. can.

In the driveability determining device 10, the reaction speed test measures the reaction time until the driver operates the turn signal switch 8a in response to an instruction from the front turn signals 7L, 7R, and calculates a correct answer rate as to whether or not the blinker switch 8a is operated in the direction instructed by the controller, and determines whether or not the motorcycle 1 can be driven based on the actual value T1 of the reaction time and the actual value R1 of the correct answer rate. judge.
According to this configuration, the reaction time of the driver's operation in response to the instruction (activation) of the front turn signals 7L, 7R is measured, and the correct answer rate of the operating direction of the turn signal switch 8a is calculated, and the reaction time and correct answer rate are calculated. By determining whether or not driving is possible based on both actual values T1 and R1, it becomes possible to determine whether or not driving is possible from the viewpoint of both operation reaction speed and correct answer rate. It is possible to improve the accuracy of determining whether or not the driver can drive based on the driver's ability.

The driveability determination device 10 includes a control section 13 that controls the operation of the drive system of the motorcycle 1 based on the result of the driveability determination by the determination section 12; When it is determined that the motorcycle 1 cannot be driven, drive restriction control is performed to restrict starting of the drive device of the motorcycle 1 or to restrict transition of the drive system to a drive standby state.
According to this configuration, the control unit 13 that controls the drive system of the motorcycle 1 based on the determination that the motorcycle 1 cannot be driven restricts the starting of the drive device of the motorcycle 1, or restricts the drive system of the motorcycle 1. By restricting the transition to the drive standby state (drive ready state), the operation of the motorcycle 1 can be reliably restricted, and the practicality of the driveability determining device 10 can be improved.

The driveability determination device 10 includes a restriction display section 15a that displays that the drive restriction control is being executed.
According to this configuration, by providing the restriction display section 15a that indicates that drive restriction control of the motorcycle 1 is being executed, it is possible to inform the driver that the motorcycle 1 is in the drive restriction state. Therefore, the driver can easily understand that the motorcycle 1 is not in a malfunction but is in a drive restriction state, and the practicality of the drivability determination device 10 can be improved.

In the drivability determination device 10, the driving information display device (meter device 15) included in the motorcycle 1 is provided with the restriction display section 15a.
According to this configuration, the meter device 15 that displays driving information of the motorcycle 1 is provided with the limit display section 15a that indicates that the drive limit control is being executed, so that the driver can be informed that the drive limit control is being executed. It is easy to notice that the vehicle is running, and the practicality of the driveability determining device 10 can be improved.

In the driveability determination device 10, after determining that the motorcycle 1 is not driveable, the determination unit 12 resets the determination after a predetermined suitability recovery time Ta has elapsed.
According to this configuration, after determining that the motorcycle 1 cannot be driven, the determination is automatically reset after a predetermined time has elapsed, so that the motorcycle 1 can be restarted without setting an additional reset operation. I can do it. Therefore, it is possible to provide a highly convenient driveability determining device 10.

In the drivability determination device 10, the determination unit 12 maintains the drivability determination for a predetermined determination holding time Tb after stopping the drive system from the operating state of the drive system of the motorcycle 1. .
According to this configuration, after the drive system of the motorcycle 1 is stopped while the motorcycle 1 is being driven, the drive system is maintained for a specified period of time, thereby restarting the motorcycle 1 after it has stopped for a short time. In such a case, it is possible to start the engine, etc., without having to make a new determination as to whether or not the vehicle can be driven. Therefore, it is possible to provide a highly convenient driveability determining device 10.

Note that the present invention is not limited to the above-described embodiment, and for example, the drivability determination device of the present embodiment may be applied to a saddle-ride type vehicle other than a motorcycle. The saddle-riding type vehicle includes all types of vehicles in which the driver rides astride the body of the vehicle, and includes not only motorcycles (including motorized bicycles and scooter-type vehicles) but also three-wheeled vehicles (including one front wheel and two rear wheels). , vehicles with two wheels in the front and one wheel in the rear) or vehicles with four wheels (four-wheel buggy, etc.) are also included. Furthermore, the present invention may be applied to vehicles other than saddle-ride vehicles (passenger cars, buses, trucks, etc.).
The drivability determination device of this embodiment is applied to vehicles, but the present invention is not limited to application to vehicles, but can also be applied to various transportation equipment such as aircraft and ships, as well as construction machinery and industrial machinery. It may also be applied to vehicles and moving bodies. Further, the present invention is widely applicable to devices other than vehicles that are operated by users, such as hand-operated lawn mowers and cleaning machines.
The configuration in the embodiment described above is an example of the present invention, and various changes can be made without departing from the gist of the present invention, such as replacing the constituent elements of the embodiment with well-known constituent elements.

1 Motorcycles (equipment)
7L, 7R Left and right front blinkers (direction indicators)
8a Turn signal switch (operation part)
10 Operation availability determination device 12 Determination unit 13 Control unit 15 Meter device (operation information display device)
15a Restriction display section 19 Storage device (storage section)
N1 Number of judgments (number of inspections)
R1 Actual value of correct answer rate R2 Threshold value of correct answer rate T1 Actual value of reaction time T2 Threshold value of reaction speed Ta Aptitude recovery time Tb Judgment retention time

Claims (10)

A driveability determination device (10) that determines whether or not the device (1) can be driven based on whether a driver's reaction speed exceeds a predetermined threshold (T2),
a determination unit (12) that measures the reaction speed of the driver through a predetermined reaction speed test and determines whether or not the device (1) is operable;
A storage unit (19) that stores the threshold value (T2),
The driveability determination device is characterized in that the threshold value (T2) is updated based on the result of the reaction speed test. The determination of whether or not the vehicle can be operated is made by performing the reaction speed test multiple times,
The results of the plurality of reaction rate tests are stored in the storage unit (19),
The driveability determining device according to claim 1, wherein the faster the reaction speed as a result of the reaction speed test, the smaller the number of times (N1) of the reaction speed test for determining the driveability is set. . The storage unit (19) stores the threshold value (T2) for each of a plurality of drivers,
3. The driving capability determining device according to claim 1, wherein the threshold value (T2) is switched according to the identified driver by identifying the driver at the time of the reaction speed test. The device (1) includes turn indicators (7L, 7R), and an operation part (8a) that allows the driver to operate the turn indicators (7L, 7R) in the indicated direction. 3. The device for determining whether or not the operation is possible according to claim 1 or 2, wherein the reaction speed test is performed by using the reaction speed test. The reaction speed test measures the reaction time until the driver operates the operation part (8a) in response to an instruction from the direction indicators (7L, 7R), and Calculate the correct answer rate as to whether or not the operation unit (8a) is operated in the direction indicated by;
The device for determining whether or not the device (1) can be operated is determined based on the actual value (T1) of the reaction time and the actual value (R1) of the correct answer rate. . comprising a control unit (13) that controls the operation of the drive system of the device (1) based on the result of the driveability determination by the determination unit (12);
The control unit (13) limits starting of the drive device of the device (1) as drive restriction control when the determination unit (12) determines that the device (1) cannot be operated. 3. The drive availability determination device according to claim 1, wherein the drive system is configured to restrict transition of the drive system to a drive standby state. The device for determining whether the vehicle can be driven or not according to claim 6, further comprising a restriction display section (15a) that displays that the drive restriction control is being executed. The device for determining whether driving is possible or not according to claim 7, wherein the driving information display device (15) included in the device (1) includes the restriction display section (15a). 7. The determination unit (12), after determining that the device (1) cannot be operated, resets the determination after a predetermined suitability recovery time Ta has elapsed. Drivability determination device. The determination unit (12) is characterized in that after the drive system of the device (1) is stopped from the operating state, the determination unit (12) maintains the operable determination for a predetermined determination retention time Tb. The driveability determining device according to claim 6.

Images