JP6735389B2 - Driving test system, measuring device, and program - Google Patents

Description

The present invention relates to a running test system, a measuring device, and a program.

2. Description of the Related Art Conventionally, there is a test device that performs a running test of a vehicle by placing the vehicle on a roller of a chassis dynamometer and running the vehicle (see, for example, Patent Document 1). In the running test, it is necessary to set the running resistance of the vehicle measured in advance in the test device. The running resistance of the vehicle is measured, for example, by a coasting test.

The "coasting test" is a test to measure the time required for deceleration (deceleration time) by accelerating the vehicle at a speed higher than the test start speed, then decelerating to the test end speed with the vehicle gear in neutral. Is. In the coasting test, the deceleration time is measured in the speed range of 130 km/h to 10 km/h. Therefore, in order to measure the deceleration time in the speed range in one run, a very long straight road is required. However, such a straight road is difficult to construct. Therefore, generally, in the coasting test, a traveling test road formed in an annular shape having a straight line portion on each of the forward path and the return path is used, and the speed range of about 130 km/h to 10 km/h is divided into a plurality of areas. The measurement is performed by repeatedly driving the vehicle in each speed range. In the coasting test, one round trip for the forward trip and the backward trip is set as one set, and in each divided speed range, valid travel data for the designated number (for example, 3 to 30 sets) designated by law is measured. The deceleration time is repeatedly measured until it reaches the limit.

Here, "effective traveling data" means that the meteorological data such as wind speed, wind direction, temperature, and atmospheric pressure satisfy the desired conditions, and that the variations in deceleration time measured under the same traveling conditions are within a certain range. It means that it is driving data.

In such a coasting test, it is necessary to measure meteorological data at the same time as measuring traveling data of the vehicle. Therefore, in the conventional technology, the measuring device mounted on the vehicle measures the traveling data (mainly deceleration time) of the vehicle, and the meteorological observation device installed at the weather center constructed on the ground measures the surroundings of the traveling test road. It was configured to measure the meteorological data of. Then, in the conventional technology, a person arranged in a management building constructed on the ground determines whether or not the weather data at the coasting test satisfies a desired condition.

JP, 2006-292371, A

In the prior art, as described below, it has been demanded to efficiently perform a running test of a vehicle.

The measurement device measures a larger number of pieces of travel data than the number specified by law, including the measurement of preliminary travel data. However, the test result may be invalid depending on the running result and the weather condition. Moreover, as a result of removing the invalid data, the statistical accuracy of the traveling data may not satisfy a desired value in some cases. In these cases, rerunning was sometimes required after the test run.

In the prior art, the vehicle is once stopped in order to determine whether or not to rerun after the test run. As a result, the tire temperature decreased and the running resistance changed. As a result, the prior art may have to restart the coasting test from the beginning. In this case, in the conventional technique, the coasting test may have to be postponed until the next day or later due to the darkness of the sun or the weather.

Further, in the conventional technology, since it is not possible to grasp in real time how many pieces of running data are invalid, it is necessary to measure a relatively large number of spare running data, and thus a relatively large number of running data is required. It was necessary to drive wastefully. As a result, in the conventional technology, the test time was long and easy.
Therefore, in the related art, it has been desired that the running test of the vehicle be efficiently performed.

The present invention has been made to solve the above problems, and a main object of the present invention is to provide a running test system, a measuring device, and a program for efficiently running a running test of a vehicle.

In order to solve the above-mentioned problems, the present invention is a running test system, which is mounted on a vehicle, notifies a running condition of the vehicle, and measures a running data under the running condition, and the vehicle. disposed in the outside and, and a management apparatus that notifies the running condition of the vehicle in the measuring device, the measuring device and the management device, termination or these linear portions of the vehicle running test path while traveling at the beginning Tanma, wherein the transmission of current the traveling data from the measuring apparatus to the management apparatus, a determination of the effectiveness of current of the driving data in said management apparatus, wherein from the management device The next notification of the running condition to the measuring device is performed.
Other means will be described later.

According to the present invention, a running test of a vehicle can be efficiently performed.

It is a schematic diagram which shows the whole structure of the driving test system which concerns on 1st Embodiment. It is explanatory drawing which shows the structure of the driving test system which concerns on 1st Embodiment, and the flow of data. It is a block diagram which shows the structure of the measuring device used in 1st Embodiment. It is a block diagram which shows the structure of the management apparatus used by 1st Embodiment. It is a block diagram which shows the structure of the meteorological observation apparatus used by 1st Embodiment. It is a flow chart which shows operation of a measuring device used by a 1st embodiment. 6 is a flowchart showing the operation of the forward and backward measurement processing of the measuring device used in the first embodiment. 6 is a flowchart showing the operation of the management device used in the first embodiment. It is a figure which shows an example of a coasting test screen. It is explanatory drawing which shows the structure of the driving test system which concerns on 2nd Embodiment, and the flow of data. It is a schematic diagram showing the composition of the vehicles used in a 2nd embodiment. It is a block diagram which shows the structure of the measuring device used in 2nd Embodiment. It is a flow chart which shows operation of a measuring device used by a 2nd embodiment. It is explanatory drawing (1) of the validity determination of the driving data based on imaging data. It is explanatory drawing (2) of the validity determination of the driving data based on imaging data. It is explanatory drawing (3) of the validity determination of the driving data based on imaging data. It is a block diagram which shows the structure of the measuring device which concerns on a modification. It is a flowchart (1) which shows operation|movement of the measuring device which concerns on a modification. It is a flowchart (2) which shows operation|movement of the measuring device which concerns on a modification.

Hereinafter, an embodiment of the present invention (hereinafter referred to as “the present embodiment”) will be described in detail with reference to the drawings. It should be noted that the drawings are merely schematic representations so that the present invention can be fully understood. Therefore, the present invention is not limited to the illustrated examples. Further, in each drawing, common or similar components are designated by the same reference numerals, and duplicate description thereof will be omitted.

[First Embodiment]
The first embodiment is intended to provide a running test system 100 capable of efficiently carrying out a running test of a vehicle. Here, "to efficiently carry out a vehicle running test" means, for example, that it is possible to grasp in real time how many sets of running data are valid, or to measure preliminary running data. It is intended to reduce unnecessary traveling of the vehicle, shorten the test time, and eliminate the need for re-driving the vehicle after the test traveling.

Further, in the first embodiment, the running test system 100 is configured to perform wireless communication between the measuring device 10 described later and the management device 20 described later. The running test system 100 uses only a part of the running test path 110, which will be described later, as a wireless communication range for the following reason.
(1) The first reason is that the running test system 100 does not use a wireless device having a strong output to the extent that a wireless license is required. In this regard, in the coasting test, because the vehicle travels a long distance, when a wireless device having a weak output that can be used without a wireless license is used in the running test system 100, the communication distance is insufficient and communication is interrupted. There is a possibility that it will end up. Therefore, it has been considered to use a wireless device having a strong output (for example, a wireless device having a strong output so that wireless communication can be performed anywhere in the entire circumference of the running test path 110 described later) in the running test system 100. However, this configuration requires a wireless license, which reduces the convenience of the system. Therefore, it is desirable that the running test system 100 does not use a wireless device having a strong output to the extent that a wireless license is required.
(2) The second reason is that the running test system 100 is configured not to use a mobile phone line. With respect to this point, for example, in order to satisfy the above-mentioned first requirement that "the running test system 100 does not use a wireless device having a strong output to the extent that a wireless license is required," the mobile phone line is run. It was considered to be used in the test system 100. This configuration can prevent communication from being interrupted even if the vehicle travels a long distance. However, this configuration uses a mobile phone line, which increases communication costs, and running data flows through a public mobile phone line, which may cause leakage of the running data. Therefore, it is desirable that the running test system 100 not have a mobile phone line.

<Overall configuration of driving test system>
Hereinafter, the configuration of the traveling test system 100 according to the first embodiment will be described with reference to FIG. 1. FIG. 1 is a schematic diagram showing the overall configuration of a running test system 100 according to the first embodiment. FIG. 1 shows the sizes of the constituent elements of the running test system 100 in a deformed manner so that the overall configuration of the running test system 100 can be seen.

The running test system 100 according to the present embodiment is a system that measures running data of a vehicle 101 running on a running test road 110 (see FIG. 1) formed in an annular shape. Here, a case where the traveling test system 100 measures the time required for deceleration (deceleration time) from the test start speed of the vehicle 101 in the coasting test to the test end speed (deceleration time) will be described as an example.

In the present embodiment, the running test road 110 has a forward-side linear portion 111 and a return-side linear portion 112. The outward path straight line portion 111 is a straight line portion provided on the outward path of the traveling test road 110. The return straight line portion 112 is a straight line portion provided on the return passage of the running test road 110.

As shown in FIG. 1, the running test system 100 according to the present embodiment includes a measurement device 10, a management device 20, and a weather observation device 30.
The measuring device 10 is a device that is mounted on the vehicle 101, notifies the driver of the traveling condition of the vehicle 101 to the driver of the vehicle 101, and measures traveling data of the vehicle 101 traveling according to the traveling condition.
The management device 20 is a device that is arranged outside the vehicle 101 (for example, a management building constructed on the ground) and acquires the meteorological data measured by the meteorological observation device 30.
The meteorological observation device 30 is a device that is arranged outside the vehicle 101 (for example, a weather center or a management building constructed on the ground) and that measures meteorological data around the test road 110.

The management device 20 has a wireless communication function and wirelessly transmits a part of the running test road 110 (specifically, a range from the end of the return straight line portion 112 to the start of the forward straight line portion 111). The communication range 113 is set. The management device 20 and the measurement device 10 have, for example, only a low output type wireless communication function with a communication range of about 100 m in radius. Further, the management device 20 may perform wireless communication not only with the measurement device 10 but also with the meteorological observation device 30.

<Data flow in driving test system>
Hereinafter, the flow of data in the running test system 100 will be described with reference to FIG. FIG. 2 is an explanatory diagram showing the configuration of the running test system 100 and the flow of data.

As shown in FIG. 2, in the running test system 100, the meteorological data D30 is transmitted from the meteorological observation device 30 to the management device 20 by wire or wireless communication. The meteorological data D30 is data of the wind speed, the wind direction, the temperature, the atmospheric pressure, etc. at each time measured around the running test road 110 by the meteorological observation device 30. The meteorological data D30 is associated with time data representing the measurement time.

In the travel test system 100, the travel data D10 is transmitted from the measuring device 10 to the management device 20 by wireless communication. The travel data D10 is data (in this embodiment, speed data representing the speed of the vehicle 101) representing the travel status of the vehicle 101 at each time measured by the measuring device 10 in the current travel. Time data representing the measurement time is associated with the travel data D10.

Further, the management device 20 displays the coasting test screen IM20a (see FIG. 9) on the display 28. The coasting test screen IM20a is a screen showing the analysis result of the coasting test.

In the example shown in FIG. 9, the coasting test screen IM20a has one set of one round trip measurement of the forward and backward paths, and the deceleration time data 1A, 2A,... In the speed range, deceleration time data 1B, 2B,... Further, in the example shown in FIG. 9, the coasting test screen IM20a is configured to indicate whether the traveling data D10 in each speed range is within a desired range. By looking at the coasting test screen IM20a, the operator of the management device 20 can grasp in real time how many running data D10 are invalid.

Further, in the traveling test system 100, the instruction data R20 is transmitted from the management device 20 to the measurement device 10 by wireless communication. The instruction data R20 is data indicating the next driving condition to the driver of the vehicle 101. When the measuring device 10 receives the instruction data R20, the measuring device 10 notifies the driver of the test start speed, the test end speed, and the like in the next run instructed.

<Structure of measuring device>
Hereinafter, the configuration of the measuring device 10 will be described with reference to FIG. FIG. 3 is a block diagram showing the configuration of the measuring device 10. The measuring device 10 is mounted on the vehicle 101 and is configured as a dedicated device for measuring the travel data D10 (speed data) of the vehicle 101.

As shown in FIG. 3, the measuring device 10 includes a control unit 11, a storage unit 12, a GPS circuit 13, a remote control transmission/reception unit 14, a wireless communication unit 16, and a notification unit 17.
The control unit 11 is a functional unit that performs various calculations.
The storage unit 12 is a storage unit that stores various programs and data.
The GPS circuit 13 is a circuit that acquires GPS (Global Positioning System) data, and can acquire current time data and position data.
The remote controller transmission/reception unit 14 is a functional unit that communicates with a remote controller (not shown) operated by a driver.
The wireless communication unit 16 is a functional unit that performs wireless communication with another device (here, the management device 20).
The notification unit 17 is a functional unit that notifies the driver of an alarm or the like. The notification unit 17 includes, for example, a speaker 17a and a display 17b.

The controller 11 is composed of a CPU (Central Processing Unit). In the present embodiment, the control unit 11 executes the control program Pr10 stored in the storage unit 12 in advance, so that the timer unit 11a, the speed setting unit 11b, the speed measuring unit 11c, the communication control unit 11d, and the notification control. It functions as the part 11e.

The clock unit 11a is a functional unit that measures the current time. The clock unit 11a acquires current time data from the GPS data acquired by the GPS circuit 13.
The speed setting unit 11b is a functional unit that sets the traveling conditions of the test (for example, the test start speed and the test end speed) in the storage unit 12.
The speed measuring unit 11c is a functional unit that measures speed data (travel data D10) of the vehicle 101. The speed measurement unit 11c acquires position data based on the GPS data acquired by the GPS circuit 13 and measures speed data (running data D10) of the vehicle 101 based on a temporal change in the position data. However, the speed measurement unit 11c may calculate (measure) the speed data (travel data D10) of the vehicle 101 by using the Doppler shift of GPS radio waves transmitted from GPS satellites.
The communication control unit 11d is a functional unit that controls the operation of the wireless communication unit 16.
The notification control unit 11e is a functional unit that controls the operation of the notification unit 17.

The storage unit 12 includes a ROM (Read Only Memory), a RAM (Random Access Memory), a flash memory, a solid state drive, a hard disk drive, and the like. The storage unit 12 stores the control program Pr10, the travel data D10 (speed data) of the vehicle 101, and the like. The travel data D10 (speed data) is associated with the time data measured by the time measuring unit 11a.

<Configuration of management device>
The configuration of the management device 20 will be described below with reference to FIG. FIG. 4 is a block diagram showing the configuration of the management device 20. The management device 20 is composed of, for example, a personal computer, a server, or the like.

As illustrated in FIG. 4, the management device 20 includes a control unit 21, a storage unit 22, and a wireless communication unit 26.
The control unit 21 is a functional unit that performs various calculations.
The storage unit 22 is a storage unit that stores various programs and data.
The wireless communication unit 26 is a functional unit that performs wireless communication with another device (here, the measuring device 10). As shown in FIG. 1, the wireless communication unit 26 wirelessly communicates a part of the running test road 110 (specifically, a range from the end of the return straight line portion 112 to the start of the forward straight line portion 111). The range 113 is set.

The control unit 21 is composed of a CPU. In the present embodiment, the control unit 21 executes the control program Pr20 stored in the storage unit 22 in advance, whereby the weather data acquisition unit 21a, the travel data acquisition unit 21b, the validity determination unit 21c, and the data group determination unit 21d. , And functions as the traveling condition notification unit 21e.

The weather data acquisition unit 21a is a functional unit that acquires the weather data D30 from the weather observation device 30.
The traveling data acquisition unit 21b is a functional unit that acquires the traveling data D10 of the vehicle 101 from the measuring device 10.
The validity determination unit 21c is a functional unit that determines the validity of the travel data D10 based on the weather data D30.
The data group determination unit 21d is a functional unit that calculates a difference from a certain reference value (center of gravity) of the plurality of travel data D10 and determines whether or not the difference is within a desired range.
The running condition notification unit 21e is a functional unit that determines the next running condition and notifies the measuring device 10 of the next running condition.

The storage unit 22 includes a ROM, a RAM, a flash memory, a solid state drive, a hard disk drive, and the like. The storage unit 22 stores the control program Pr20, the weather data D30, the travel data D10 (speed data) of the vehicle 101, and the like.

<Structure of meteorological observation device>
Hereinafter, the configuration of the meteorological observation device 30 will be described with reference to FIG. FIG. 5 is a block diagram showing the configuration of the meteorological observation device 30. The weather observation device 30 is composed of, for example, a personal computer, a server, or the like.

As shown in FIG. 5, the meteorological observation device 30 includes a control unit 31, a storage unit 32, a GPS circuit 33, and a communication unit 36.
The control unit 31 is a functional unit that performs various calculations.
The storage unit 32 is a storage unit that stores various programs and data.
The GPS circuit 33 is a circuit similar to the GPS circuit 13 of the measuring device 10, and the time is synchronized with the GPS circuit 13.
The communication unit 36 is a functional unit that performs wired or wireless communication with another device (here, the management device 20).

The control unit 31 is composed of a CPU. In the present embodiment, the control unit 31 functions as the clock unit 31a and the weather observation unit 31b by executing the control program Pr30 stored in the storage unit 32 in advance.

The clock unit 31a is a functional unit that clocks the current time. The clock unit 31a acquires current time data from the GPS data acquired by the GPS circuit 33.
The meteorological observation unit 31b is a functional unit that measures meteorological data D30 such as wind speed, wind direction, temperature, and atmospheric pressure based on the detection values of the wind speed/wind direction sensor SN, the temperature sensor ST, and the atmospheric pressure sensor SP. The wind speed/wind direction sensor SN, the temperature sensor ST, and the atmospheric pressure sensor SP are installed around the running test road 110 and are connected to the meteorological observation device 30 so that they can communicate with each other.

The storage unit 32 includes a ROM, a RAM, a flash memory, a solid state drive, a hard disk drive, and the like. The storage unit 32 stores the above-mentioned control program Pr30, weather data D30, and the like. The meteorological data D30 is associated with the time data measured by the clock unit 31a.

<Operation of driving test system>
Hereinafter, the operation of the running test system 100 will be described with reference to FIGS. 6 to 8. FIG. 6 is a flowchart showing the operation of the measuring device 10. FIG. 7 is a flowchart showing the operation of the measuring device 10 during the measurement processing. FIG. 8 is a flowchart showing the operation of the management device 20.

Here, a case where the traveling test system 100 performs a coasting test of the vehicle 101 will be described. In the present embodiment, as the coasting test, for example, each speed range of 130 km/h to 120 km/h, 120 km/h to 110 km/h,..., 20 km/h to 10 km/h is set as the traveling condition. Then, under each traveling condition, the measurement of the deceleration time is repeated until a predetermined number (for example, 3 to 30 sets) of effective traveling data is measured on both the outward straight line portion 111 and the return straight line portion 112. It will be described as being performed.

The operation of each device is defined by a program that is preliminarily stored in the storage unit of each device and is preliminarily stored, and is executed by the control unit of each device. Communication between the devices is performed by the receiving device temporarily storing the data received by the communication in the storage unit and then reading the data from the storage unit. In addition, each data is temporarily stored in the storage unit so that it can be read freely, and is output to a predetermined component that performs subsequent processing. Hereinafter, since these points are conventional means in information processing, detailed description thereof will be omitted.

<<Operation of measuring device>>
First, the operation of the measuring apparatus 10 will be described with reference to FIGS. 6 and 7. The measuring device 10 starts its operation, for example, when the driver of the vehicle 101 presses a power switch (not shown).

As shown in FIG. 6, the communication control unit 11d of the measuring device 10 receives the instruction data R20 indicating the first running condition from the management device 20 (step S110). Then, the speed setting unit 11b of the measuring device 10 specifies the initial test start speed and the initial test end speed as the initial traveling conditions of the coasting test based on the instruction data R20 received in step S110. Then, the notification control unit 11e of the measuring device 10 drives the notification unit 17. In response to this, the notification unit 17 causes the speaker 17a to sound an alarm sound and displays the first running condition of the coasting test on the display 17b (step S115). Thereby, the measuring device 10 notifies the driver of the first running condition of the coasting test.

The traveling condition is applied to both the forward-passage-side straight line portion 111 and the return-passage-side straight line portion 112 of the traveling test road 110 (see FIG. 1). In other words, the driver accelerates the vehicle 101 at the forward straight line portion 111 and the backward straight line portion 112 at a speed equal to or higher than the test start speed, and then decelerates to the test end speed with the gear of the vehicle 101 being in the neutral state. To do.

After step S115, the communication control unit 11d of the measuring device 10 receives the test start instruction from the management device 20 (step S120). Then, the notification control unit 11e of the measuring device 10 drives the notification unit 17. In response to this, the notification unit 17 causes the speaker 17a to sound an alarm sound to notify the driver of the start of the test. The driver who has heard this starts traveling of the vehicle 101.

The speed measuring unit 11c of the measuring device 10 performs the outward trip measurement while the vehicle 101 travels on the outward travel side straight line portion 111 (step S125), and thereafter, while the vehicle 101 travels on the return travel side straight line portion 112, Return path measurement is performed (step S130). The processes of steps S125 and S130 are performed, for example, according to the flow shown in FIG.

FIG. 7 is a flowchart showing the forward and backward measurement processing of the measuring device 10.
For example, the driver accelerates the vehicle 101 so that the speed of the vehicle 101 becomes equal to or higher than the test start speed displayed on the display 17b of the measuring device 10. At this time, as shown in FIG. 7, the control unit 11 of the measuring device 10 determines whether or not the vehicle 101 has reached the end of the forward straight line portion 111 or the end of the return straight line portion 112 (step S205). .. Here, the control unit 11 detects that the end has been reached based on, for example, the traveling position of the vehicle 101, the traveling distance, the presence or absence of steering operation, and the like. The traveling position and traveling distance of the vehicle 101 can be measured by the GPS circuit 13. The presence or absence of steering operation can be measured by, for example, an acceleration sensor or the like.

When it is determined in step S205 that the vehicle 101 has reached the end (in the case of "Yes"), the control unit 11 proceeds to step S210 and notifies the end detection by the speaker 17a (step S210). It ends abnormally. On the other hand, when it is determined in step S205 that the vehicle 101 has not reached the end (in the case of “No”), the control unit 11 determines that the speed of the vehicle 101 measured by the speed measuring unit 11c is the test start speed. It is determined whether or not (step S215).

When it is determined in step S215 that the speed of the vehicle 101 does not exceed the test start speed (in the case of “No”), the control unit 11 returns to the determination in step S205. On the other hand, when it is determined in step S215 that the speed of the vehicle 101 exceeds the test start speed (in the case of “Yes”), the control unit 11 proceeds to step S220.

In step S220, the notification control unit 11e of the measurement device 10 causes the speaker 17a to sound an alarm sound to notify that the test start speed has been exceeded. The driver who hears this notification sets the gear of the vehicle 101 to neutral and starts traveling by inertia.

The control unit 11 of the measuring device 10 determines whether the vehicle 101 has reached the end of the forward straight line portion 111 or the end of the return straight line portion 112 (step S225).

When it is determined in step S225 that the vehicle 101 has reached the end (in the case of "Yes"), the control unit 11 proceeds to step S210 and notifies the end detection by the speaker 17a (step S210). It ends abnormally. On the other hand, when it is determined in step S225 that the vehicle 101 has not reached the end (in the case of “No”), the control unit 11 determines that the speed of the vehicle 101 measured by the speed measuring unit 11c is the test start speed. It is then determined whether or not the vehicle has decelerated (step S230).

When it is determined in step S230 that the speed of the vehicle 101 has not decreased to the test start speed or lower (in the case of “No”), the control unit 11 returns to the determination in step S225. On the other hand, when it is determined in step S230 that the speed of the vehicle 101 has decreased to the test start speed or less (in the case of “Yes”), the control unit 11 proceeds to step S235.

In step S235, the notification control unit 11e of the measuring device 10 causes the speaker 17a to sound an alarm sound to notify that the test has started. Further, the control unit 11 starts measuring the deceleration time of the vehicle 101 in the coasting test (step S240).

The control unit 11 of the measuring device 10 determines whether the vehicle 101 has reached the end of the forward-side linear portion 111 or the end of the return-side linear portion 112 (step S245).

When it is determined in step S245 that the vehicle 101 has reached the end (in the case of "Yes"), the control unit 11 proceeds to step S255 and finishes measuring the deceleration time of the vehicle 101 in the coasting test. (Step S255).

However, the vehicle 101 may reach the end of the straight portion before the speed of the vehicle 101 is reduced to the test completion speed. Even in this case, the measured deceleration time data may be adopted as the valid travel data D10. This point will be described later in the section "Handling of traveling data when the vehicle reaches the end of the straight portion before decelerating to the test end speed".

On the other hand, when it is determined in step S245 that the vehicle 101 has not reached the end (“No”), the control unit 11 determines that the speed of the vehicle 101 measured by the speed measuring unit 11c is the test end speed. Then, it is determined whether or not the vehicle has decelerated (step S250). When it is determined that the speed of the vehicle 101 has not decreased to the test end speed or lower (“No”), the control unit 11 returns to the determination of step S245. When it is determined in step S250 that the speed of the vehicle 101 has decreased to the test end speed or less (in the case of “Yes”), the control unit 11 proceeds to step S255, and the deceleration time of the vehicle 101 in the coasting test. Ends the measurement (step S255).

After step S255, the notification control unit 11e of the measuring device 10 causes the speaker 17a to sound an alarm sound to notify that the test is completed (step S260), and ends the measurement process of FIG. 7. As a result, the driver can suitably know the timing of operating the steering wheel by putting the gear in the drive.

Returning to FIG. 6, after step S130, the measuring device 10 has completed the measurement of the return path, and the vehicle 101 has entered the wireless communication range 113 (see FIG. 1). Therefore, the communication control unit 11d of the measuring device 10 transmits a communication confirmation message for establishing communication with the management device 20 (step S135). Then, the communication control unit 11d of the measuring device 10 determines whether communication with the management device 20 has been established (step S140).

When it is determined in step S140 that the communication with the management device 20 has been established (in the case of “Yes”), the communication control unit 11d of the measurement device 10 manages the traveling data D10 for one round trip this time. It transmits to the apparatus 20 (step S145).

After step S145, the communication control unit 11d of the measuring device 10 receives the next instruction data R20 from the management device 20 (step S150).

The instruction data R20 received in step S150 indicates that the same traveling condition as this time is instructed as the next traveling condition, the traveling condition different from this time is instructed as the next traveling condition, and the end of all the tests. It is one of the instructions.

After step S150, the speed setting unit 11b of the measuring device 10 determines the content instructed by the instruction data R20 received in step S150 (step S155).

If it is determined in step S155 that the instructed content is the same traveling condition as this time, the control unit 11 returns to the process of step S125. In this case, the same traveling condition as this time is continuously displayed on the display 17b.

In addition, when it is determined in step S155 that the instructed content is a traveling condition different from this time, the speed setting unit 11b of the measuring device 10 determines the next test start speed and the next test based on the instruction data R20. The end speed and the next running condition are specified. Then, the notification control unit 11e of the measuring device 10 drives the notification unit 17. In response to this, the notification unit 17 causes the speaker 17a to sound an alarm sound and updates the display of the running condition of the coasting test on the display 17b to the next running condition (step S160). Thereby, the measuring device 10 notifies the driver of the next running condition of the coasting test. After that, the control unit 11 returns to the process of step S125.

In addition, when it is determined in step S155 that the instructed content is the end of all the tests, the notification control unit 11e of the measuring device 10 drives the notification unit 17. In response to this, the notification unit 17 causes the speaker 17a to sound an alarm sound and displays the end of all the tests on the display 17b (step S165). As a result, the measuring device 10 notifies the driver of the end of the test. In response to this, the driver stops the vehicle 101, and the processing of the series of routines in the measuring device 10 ends.

<<Operation of management device>>
Next, the operation of the management device 20 will be described with reference to FIG. The management device 20 starts its operation, for example, by receiving an instruction to start a test (coasting test in this embodiment) from the operator of the management device 20.

As shown in FIG. 8, the traveling condition notification unit 21e of the management device 20 determines each traveling condition from the first time to the last time according to the control program Pr20 stored in advance in the storage unit 22. Here, each running condition from the first time to the last time is, for example, each test start speed from the first time to the last time, each test end speed from the first time to the last time, and the like. The final run is the final run at the slowest speed in the coasting test.

Next, the traveling condition notification unit 21e of the management device 20 transmits the instruction data R20 indicating the first traveling condition to the measuring device 10 (step S610). The instruction data R20 transmitted in step S610 has a content including the initial test start speed and the initial test end speed.

After step S610, the running condition notification unit 21e of the management device 20 transmits a test start instruction to the measurement device 10 (step S615).

After step S615, the weather data acquisition unit 21a of the management device 20 starts monitoring the weather data D30 (step S620). At this time, the meteorological data acquisition unit 21a of the management device 20 instructs the meteorological observation device 30 to store the meteorological data D30 and transmit the meteorological data D30 to the management device 20. In response to this, the meteorological observation device 30 measures the meteorological data D30 such as the wind speed, wind direction, temperature, and atmospheric pressure around the running test road 110 by the wind speed/wind direction sensor SN, the temperature sensor ST, and the atmospheric pressure sensor SP. Then, the meteorological observation device 30 stores the meteorological data D30 in the storage unit 32, and transmits the meteorological data D30 to the management device 20 in association with the time data. The meteorological data acquisition unit 21a of the management device 20 receives the meteorological data D30 from the meteorological observation device 30 and starts accumulating the meteorological data D30 in the storage unit 22. The monitoring of the meteorological data D30 is performed until it is determined in step S675 that all the tests are completed (in the case of “Yes”).

After step S620, the traveling data acquisition unit 21b of the management device 20 waits for reception of the communication confirmation message transmitted from the measuring device 10 (step S625), and determines whether communication with the measuring device 10 has been established. (Step S630). The communication is established by receiving the communication confirmation message transmitted from the measuring device 10.

If it is determined in step S630 that communication with the measuring apparatus 10 has not been established (in the case of “No”), the process returns to step S625.

On the other hand, when it is determined in step S630 that communication with the measuring device 10 has been established (in the case of “Yes”), the travel data acquisition unit 21b of the management device 20 causes the measuring device 10 to make one round trip this time. The minutes' driving data D10 is received (step S635). The travel data acquisition unit 21b of the management device 20 stores the received travel data D10 for one round trip this time in the storage unit 22.

After step S635, the validity determination unit 21c of the management device 20 determines the validity of the current travel data D10 based on the weather data D30 accumulated in the storage unit 22 (step S645). At this time, the validity determination unit 21c of the management device 20 uses the time data associated with the meteorological data D30 and the time data associated with the current travel data D10 as keys, and measures the travel data D10 at the measurement time. It is determined whether the weather data D30 satisfies a desired condition. Thereby, the validity determination unit 21c of the management device 20 determines the validity of the travel data D10. This determination is performed for each of the traveling data D10 (outgoing side traveling data) measured on the outward route and the traveling data D10 (returning route side traveling data) measured on the returning route.

Here, the "desired condition" is that the wind speed, the air temperature, and the atmospheric pressure have desired values, that the wind direction is a prescribed direction, and the like. The "desired conditions" are, for example, "Notice to establish detailed rules of safety standards for road vehicles [2017.04.04] Announced by the Ministry of Land, Infrastructure, Transport and Tourism, Annex 42 (Measurement method for light and medium-duty vehicle exhaust gas). (Hereinafter, referred to as “description data”). For example, as for wind, the average wind speed component parallel to the straight line portion (outward side straight line portion 111 and return side straight line portion 112) is 5 m/s or less, and the average wind velocity component perpendicular to the straight line portion is 2 m/s or less. That is, "desired conditions" are set (see page 14 of the above-mentioned reference material).

Regarding the determination of the validity of the current travel data D10 in step S645, as described above, the vehicle 101 may reach the end of the straight portion before the speed of the vehicle 101 is reduced to the test end speed. Even in this case, the measured deceleration time data may be adopted as the valid travel data D10. This point will be described later in the section "Handling of traveling data when the vehicle reaches the end of the straight portion before decelerating to the test end speed".

In step S645, when it is determined that the traveling data D10 of this time satisfies the desired condition on both the outward route and the returning route, the validity determination unit 21c of the management device 20 determines that the traveling data D10 of this time is valid data. Is stored in the storage unit 22 as.

On the other hand, in step S645, when it is determined that the current travel data D10 does not satisfy the desired condition on one or both of the outward trip and the homeward journey, the validity determination unit 21c of the management device 20 determines that the current travel is on. The data D10 is stored in the storage unit 22 as invalid data. That is, the validity determination unit 21c of the management device 20 handles the current travel data D10 as exclusion data.

The effectiveness determination unit 21c of the management device 20 notifies the operator of the management device 20 of the determination result of step S645, for example, by displaying the coasting test screen IM20a shown in FIG. 9 described above on the display 28.

After step S645, the traveling condition notification unit 21e of the management device 20 determines whether or not the number of valid traveling data D10 under the current traveling condition is the desired number (step S650).

When it is determined in step S650 that the number of valid travel data D10 in the current travel condition is not the desired number (“No”), the travel condition notification unit 21e of the management device 20 determines that The measuring device 10 is notified of the same traveling condition as the traveling condition for the next time (step S670). In this case, the traveling condition notification unit 21e of the management device 20 transmits the instruction data R20 that specifies the same test start speed and test end speed as this time to the measuring device 10. After step S670, the process returns to step S625.

On the other hand, when it is determined in step S650 that the number of valid travel data D10 under the current travel condition is the desired number (in the case of “Yes”), the data group determination unit 21d of the management device 20. Calculates the difference from a certain reference value (center of gravity) of the plurality of pieces of travel data D10 under the current travel condition (step S655). The calculation formula for calculating the difference will be described later.

After step S655, the data group determination unit 21d of the management device 20 determines whether or not the difference is within the desired range (step S660).

When it is determined in step S660 that the difference is not within the desired range (out of the desired range) (“No”), the process proceeds to step S665. In this case, the data group determination unit 21d of the management device 20 invalidates the farthest running data D10 (the running data D10 having the largest difference) and excludes it from the valid running data D10 under the current running condition ( Step S665). After step S665, in step S670, the traveling condition notification unit 21e of the management device 20 notifies the measuring device 10 of the same traveling condition as this time as the next traveling condition. After step S670, the process returns to step S625.

On the other hand, when it is determined in step S660 that the difference is within the desired range (in the case of “Yes”), the running condition notification unit 21e of the management device 20 determines that all the conditions from the first time to the final time are completed. It is determined whether or not the test (3) is completed (step S675).

When it is determined in step S675 that all the tests are not completed (in the case of “No”), the traveling condition notification unit 21e of the management device 20 sets a traveling condition different from this time to the next traveling condition. Is notified to the measuring device 10 (step S680). In this case, the traveling condition notification unit 21e of the management device 20 transmits instruction data R20 that specifies a test start speed and a test end speed different from this time to the measuring device 10. After step S680, the process returns to step S625.

On the other hand, when it is determined in step S675 that all the tests are completed (in the case of “Yes”), the traveling condition notification unit 21e of the management device 20 transmits all the test completion instructions (step S685). ). As a result, the processing of the series of routines in the management device 20 ends.

<Calculation formula for difference calculation>
The calculation formula for calculating the difference will be described below. The calculation formula for the difference calculation is, for example, the above-mentioned document (“Notification that defines the detailed rules of safety standards for road transport vehicles announced by the Ministry of Land, Infrastructure, Transport and Tourism of Japan [2017.04.04] Attachment 42 (Light and medium-duty vehicle emissions Gas measurement method))), page 14 to page 16.
According to the above described material, the following formula (1) is described as the calculation formula for calculating the difference.

Here, “ρ” represents statistical accuracy. Further, “h” represents a coefficient as a function of n. "[Sigma]" represents the standard deviation (of the deceleration time (s)). “N” represents the number of measurement value pairs. “T” represents the average coasting time (s) at each designated speed.

The running resistance of the vehicle 101 can be calculated based on the deceleration time measured in the coasting test. The calculated running resistance of the vehicle 101 is set, for example, in a test device that performs a running test of the vehicle 101 by placing the vehicle 101 on the rollers of the chassis dynamometer and running the vehicle 101. At that time, a target traveling resistance value in a standard atmospheric condition (temperature 293K (20° C.), atmospheric pressure 100.13 kPa, no wind) is calculated based on the calculated traveling resistance of the vehicle 101, and the calculated target traveling is calculated. A load corresponding to the resistance value is set in the chassis dynamometer.

<Treatment of traveling data when the vehicle reaches the end of the straight line before decelerating to the test end speed>
The handling of travel data when the vehicle reaches the end of the straight portion before decelerating to the test termination speed will be described below.

For example, the coasting test is performed by setting the speed range of 90 km/h to 60 km/h as the running condition and measuring the deceleration time in this speed range as the measurement target. In this case, the vehicle 101 may reach the end of the straight portion without completing the measurement of the 60 km/h range. For example, when three sets (six lines) of deceleration time are measured, it is assumed that the measurement of only one line in the range of 60 km/h is not completed. In this case, the traveling test system 100 invalidates one set of traveling data including the one and additionally measures the deceleration time for one set. At that time, the running test system 100 adopts running data measured in the range of 90 km/h to 70 km/h, and starts measuring the deceleration time from the range of 60 km/h for the next running condition. Good. In other words, the running test system 100 does not measure the deceleration time in all the ranges of 90 km/h to 60 km/h when the deceleration time for one set is additionally measured, but the shortage of 60 km/h is insufficient. The deceleration time may be measured only in the h range. Therefore, even when the vehicle reaches the end of the straight portion before decelerating to the test ending speed, the measured deceleration time data may be adopted as the valid travel data D10.

<Main features of driving test system>
(1) The traveling test system 100 is mounted on the vehicle 101, notifies the traveling condition of the vehicle 101, and measures the traveling data D10 (speed data) under the traveling condition with the measuring device 10 and the outside of the vehicle 101. The management device 20 is arranged and acquires the meteorological data D30. The management device 20 is configured to include a wireless communication unit 26, a travel data acquisition unit 21b, and an effectiveness determination unit 21c. The wireless communication unit 26 sets a part of the driving test road 110 as a wireless communication range 113. The traveling data acquisition unit 21b acquires the traveling data D10 from the measuring device 10 while the vehicle 101 travels in the wireless communication range 113. The validity determination unit 21c determines the validity of the travel data D10 based on the weather data D30 while the vehicle 101 travels in the wireless communication range 113.

Such a traveling test system 100 reduces unnecessary traveling of the vehicle 101 for measuring the preliminary traveling data D10, shortens the test time, and eliminates the need for re-traveling of the vehicle 101 after the test traveling. can do. Therefore, the traveling test system 100 can efficiently perform the traveling test of the vehicle 101.

(2) The validity determination unit 21c is configured to determine the validity of the travel data D10 by determining whether or not the meteorological data D30 at the measurement time of the travel data D10 satisfies a desired condition.

In such a running test system 100, the management device 20 can automatically determine the validity of the running data D10 based on the meteorological data D30. Therefore, the traveling test system 100 can reduce the burden on the person (person who is placed in the management building) who has determined the validity of the traveling data in the related art.

(3) When the vehicle 101 travels in the wireless communication range 113, when the difference from a certain reference value (center of gravity) of the plurality of travel data D10 under a predetermined travel condition is within a desired range. The driving condition notification unit 21e that notifies the measuring device 10 of a driving condition different from the current driving condition as the next driving condition is configured.

In such a running test system 100, the next running condition can be automatically determined by the management device 20 and the measurement device 10 can be notified, so that the vehicle 101 is useless for measuring the preliminary running data D10. It is possible to reduce traveling and test time.

(4) The traveling condition notification unit 21e invalidates the traveling data D10 having the largest difference when the difference from a certain reference value (center of gravity) of the plurality of traveling data D10 under a predetermined traveling condition is out of a desired range. As a result, the measurement device 10 is excluded from the valid travel data D10 under a predetermined travel condition, and the same travel condition as the current travel condition is notified to the measuring device 10 as the next travel condition.

Such a running test system 100 can notify the measuring device 10 of the same running condition as the current running condition as the next running condition when the valid running data D10 under the predetermined running condition is insufficient. Therefore, it is possible to reduce unnecessary traveling of the vehicle 101 for measuring the preliminary traveling data D10, shorten the test time, and eliminate the need for re-driving the vehicle after the test traveling.

(5) The measuring device 10 includes the speed measuring unit 11c, the wireless communication unit 16, and the notification unit 17. The speed measuring unit 11c measures speed data (running data D10) of the vehicle 101 in a coasting test in which the vehicle 101 is accelerated to a speed equal to or higher than the test start speed and then decelerated to the test end speed with the gear of the vehicle 101 being in the neutral state. .. The wireless communication unit 16 wirelessly communicates the speed data (running data D10) to the management device 20 side arranged outside the vehicle 101 so that the management device 20 determines the validity of the speed data (running data D10). Send. The wireless communication unit 16 transmits speed data (running data D10) to another device (here, the management device 20) while the vehicle 101 travels in the wireless communication range 113, and at the same time, the other device (here, The next driving condition is received from the management device 20) and the notification unit 17 is notified of the next driving condition.

Such a measuring device 10 reduces unnecessary traveling of the vehicle 101 for measuring the preliminary traveling data D10, shortens the test time, and makes it unnecessary to re-travel the vehicle 101 after the test traveling. be able to. Therefore, the measuring device 10 can efficiently perform the running test of the vehicle 101.

(6) When the speed of the vehicle 101 exceeds the test start speed, the notification unit 17 of the measurement device 10 notifies that the test start speed is exceeded, and thereafter, the speed of the vehicle 101 is reduced to the test end speed. When it becomes, it is configured to notify the end of the test.
Such a measuring device 10 can instruct the driver to perform a suitable coasting test.

(7) A configuration in which the notification unit 17 of the measurement device 10 notifies the end of the test even when the vehicle 101 reaches the end of the test road (the end of the forward-side linear portion 111 and the end of the return-side linear portion 112). It has become.
The measuring device 10 as described above can give the notification of the end of the test (main notification).

As described above, according to the driving test system 100 according to the present embodiment, the driving test of the vehicle 101 can be efficiently performed.

[Second Embodiment]
The second embodiment provides a traveling test system 100A having a function of determining whether or not the vehicle 101 is traveling straight on the forward straight line portion 111 and the backward straight line portion 112.

Hereinafter, the configuration of the traveling test system 100A according to the second embodiment will be described with reference to FIGS. 10 and 11. FIG. 10 is an explanatory diagram showing a configuration and a data flow of the running test system 100A according to the second embodiment. FIG. 11 is a schematic diagram showing the configuration of the vehicle 101 used in the second embodiment.

As shown in FIG. 10, the running test system 100A according to the present embodiment includes the same parts as the running test system 100 (see FIG. 2) according to the first embodiment, and further includes a camera 102. Also, the difference is that a measuring device 10A is provided instead of the measuring device 10.

The camera 102 is an imaging device that photographs the road surface of the driving test road 110.
Compared to the measuring device 10, the measuring device 10A travels on the basis of the imaged data D102 such that the vehicle 101 travels so that the traveling condition of the vehicle 101 (the camera 102 passes over the traveling line 103 (see FIG. 14A during the coasting test)). The difference is that it has a function of specifying whether or not).
The management device 20 and the meteorological observation device 30 have the same configuration as in the first embodiment.

As shown in FIG. 11, the camera 102 is attached to the vehicle 101 with the photographing direction facing downward so as to photograph the road surface of the running test road 110 directly below and in the center of the vehicle 101. In the example shown in FIG. 11, the camera 102 is attached to a position on a virtual line passing through the vehicle 101 so as to extend in the front-rear direction. However, the camera 102 may be attached to a position above a virtual line that extends in the front-rear direction through the approximate center of the driver seat with reference to the driver seat. The vehicle 101 travels such that the camera 102 passes over the travel line 103 (see FIG. 14A) during the coasting test.

FIG. 14A shows one frame of the original image D102a extracted from the imaging data D102 which is a moving image of the travel line 103 captured by the camera 102. The traveling line 103 is formed on the road surface of the traveling test road 110 with a predetermined width along the route along which the vehicle 101 travels in the coasting test.

As shown in FIG. 10, the camera 102 sequentially outputs the imaging data D102 to the measuring device 10A. The measuring apparatus 10A associates the image data D102 output from the camera 102 with the time data measured by the time measuring unit 11a, and stores the data in the storage unit 12 as accumulated image data. The time data associated with the imaging data D102 represents the shooting time.

The measuring device 10A extracts the imaging data D102 corresponding to the travel data D10 from the accumulated imaging data before the communication with the management device 20 is established. The imaging data D102 corresponding to the travel data D10 includes the forward-direction imaging data and the backward-direction imaging data captured in steps S125 and S130 until the vehicle 101 decelerates from the test start speed to the test end speed. Is both sides. The outbound image data and the inbound image data are the same data from the test start time to the test end time as the above-described outbound travel data and inbound travel measurement data. When transmitting the traveling data D10, the measuring device 10A extracts the imaging data D102 corresponding to the traveling data D10, and specifies the traveling state of the vehicle 101 based on the imaging data D102. It should be noted that the specification of the “driving condition of the vehicle 101” means a process of specifying the condition of whether or not the vehicle 101 is traveling such that the camera 102 passes over the traveling line 103 (see FIG. 14A). ing.
Other operations of the measuring apparatus 10A are the same as the operations of the measuring apparatus 10 of the first embodiment.

<Structure of measuring device>
The configuration of the measuring device 10A will be described below with reference to FIG. FIG. 12 is a block diagram showing the configuration of the measuring device 10A.

As shown in FIG. 12, the measuring device 10A according to the present embodiment includes the same parts as the measuring device 10 (see FIG. 3) of the first embodiment, and is further connected to the camera 102, and a control unit. The difference is that the imaging data acquisition unit 11f and the image processing unit 11g are provided in 11, and the imaging data D102 is stored in the storage unit 12.

In the present embodiment, the imaging data acquisition unit 11f of the measuring apparatus 10A acquires the imaging data D102 from the camera 102, associates the time data measured by the time counting unit 11a with the imaging data D102, and stores the accumulated imaging data as storage imaging data. Accumulate in 12. Further, the image processing unit 11g of the measuring device 10A performs image processing on the image data D102 (stored image data) for one round trip stored in the storage unit 12 to calculate the deviation amount when the vehicle 101 is running. calculate. Then, the image processing unit 11g identifies the traveling state of the vehicle 101 from the calculated deviation amount when the vehicle 101 is traveling.

<<Operation of measuring device>>
Hereinafter, the operation of the measuring apparatus 10A according to the present embodiment will be described with reference to FIG. FIG. 13 is a flowchart showing the operation of the measuring device 10A.

As shown in FIG. 13, the operation of the measuring apparatus 10A according to the present embodiment is different from the operation of the measuring apparatus 10 according to the first embodiment (see FIG. 6) between step S130 and step S135, and step S132. The difference is that the processing is performed.

In step S132, for example, as shown in FIGS. 14A to 14C, the image processing unit 11g of the measuring apparatus 10A processes the imaged data D102. 14A to 14C are explanatory diagrams of validity determination of the travel data D10 based on the imaging data D102. FIG. 14A shows one frame of the original image D102a extracted from the imaged data D102. FIG. 14B shows a binarized image D102b obtained by binarizing the original image D102a. FIG. 14C shows a noise-removed image D102c obtained by removing noise data from the binarized image D102b.

As shown in FIG. 14A, a traveling line 103 having a predetermined width is formed on the road surface of the traveling test road 110. In the example shown in FIG. 14A, the road surface of the running test road 110 is black and the running line 103 is white.

As shown in FIG. 14B, the image processing unit 11g of the measuring apparatus 10A obtains a binarized image D102b in which the grayscale difference between white and black is emphasized by binarizing the original image D102a in FIG. 14A. To do.

As shown in FIG. 14C, the image processing unit 11g of the measuring device 10A removes noise data from the binarized image D102b of FIG. 14B to clarify the boundary between the traveling line 103 and the road surface of the traveling test road 110. The noise-removed image D102c thus obtained is acquired.

When the image processing unit 11g of the measuring device 10A acquires the noise-removed image D102c, it detects the edge of the image. For example, the image processing unit 11g sets the "left edge pixel coordinates (L1)" that changes from black to white and the "right edge pixel coordinates (L2)" that changes from white to black from the left end of the noise-removed image D102c. Search for. Then, the image processing unit 11g calculates the average value ((L1+L2)/2) of the “pixel coordinates of the left edge” and the “pixel coordinates of the right edge” for all the rows. The calculated average value ((L1+L2)/2) represents the actual traveling position of the vehicle 101 during the coasting test.

Here, it is assumed that the pixel coordinates (C1) of the center position of the traveling line 103 are set in the measuring device 10A in advance. The pixel coordinate (C1) of the center position of the traveling line 103 is the coordinate of the intermediate position between the left edge and the right edge in the image data captured with the camera 102 placed above the center position of the traveling line 103.

When the vehicle 101 is traveling such that the camera 102 passes over the center position of the traveling line 103, the average value ((L1+L2) of the "left edge pixel coordinates" and the "right edge pixel coordinates" described above. /2) is the same as the pixel coordinate (C1) of the center position of the travel line 103. However, when the vehicle 101 is running with a deviation, the average value ((L1+L2)/2) of the above-mentioned “pixel coordinates of the left edge” and “pixel coordinates of the right edge” is the center position of the travel line 103. From the pixel coordinates (C1) of. That is, when the vehicle 101 is running with a deviation, the average value ((L1+L2)/2) of the above-mentioned “pixel coordinates of the left edge” and “pixel coordinates of the right edge” and the center position of the travel line 103 The difference in pixel coordinates (C1) is the amount of deviation of the traveling of the vehicle 101.

Here, when the travel deviation amount of the vehicle 101 is “z”, the travel deviation amount z of the vehicle 101 can be expressed by the following equation (2).

In addition, here, an allowable value for the deviation amount z of the traveling of the vehicle 101 is “T”. When the deviation amount z of traveling of the vehicle 101 is equal to or less than the allowable value T (that is, when “z≦T”), the image processing unit 11g of the measuring device 10A determines that the traveling data D10 is valid. In this case, the communication control unit 11d of the measurement device 10A adds data indicating that the validity determination result based on the imaged data D102 is valid to the travel data D10 and transmits it to the management device 20. On the other hand, when the deviation amount z of traveling of the vehicle 101 is larger than the allowable value T (that is, when “z>T”), the image processing unit 11g of the measuring device 10A determines that the traveling data D10 is invalid. .. In this case, the communication control unit 11d of the measuring device 10A adds data indicating that the validity determination result based on the imaged data D102 is invalid to the travel data D10 and transmits it to the management device 20.

In such a measuring device 10A, in the case where the vehicle 101 does not travel straightly and runs off the travel line 103 by more than the allowable value T, the validity determining unit 21c determines that the vehicle 101 does not run it. Detect. Then, the measuring device 10A can automatically exclude the running data D10 of the current time as invalid data by the managing device 20.

As described above, according to the driving test system 100A according to the present embodiment, the driving test of the vehicle 101 can be efficiently performed, as in the driving test system 100 according to the first embodiment.
Moreover, according to the traveling test system 100A of the present embodiment, when the vehicle 101 does not travel straightly and is displaced from above the traveling line 103 by more than the allowable value T, the vehicle travels that time. The data D10 can be automatically excluded as invalid data. Therefore, the running test of the vehicle 101 can be performed more efficiently than the running test system 100 according to the first embodiment.

The present invention is not limited to the above-described embodiment, and various changes and modifications can be made without departing from the spirit of the present invention.

For example, the above-described embodiment has been described in detail in order to easily understand the gist of the present invention. Therefore, the present invention is not necessarily limited to one including all the components described. Further, in the present invention, it is possible to add another constituent element to a certain constituent element or change some constituent elements to other constituent elements. Further, the present invention can also delete some components.

Further, for example, in the above-described second embodiment, the image processing unit 11g provided in the measuring device 10A performs image processing of the imaged data D102 to calculate the amount of deviation when the vehicle 101 is running, and is calculated. The traveling state of the vehicle 101 is specified from the amount of deviation when the vehicle 101 is traveling. However, the management device 20 may specify the traveling state of the vehicle 101. Such a configuration can be realized by providing the image processing unit 11g in the management device 20 instead of the measurement device 10A and transmitting the imaging data D102 from the measurement device 10A to the management device 20.

Further, for example, like the measuring device 10B shown in FIG. 15, a determination process of whether or not the traveling data D10 is valid, a determination process of whether or not the difference of the traveling data D10 is within a desired range, The traveling condition determination process may be performed on the vehicle 101 side. FIG. 15: is a block diagram which shows the structure of the measuring device 10B which concerns on a modification.

In the example shown in FIG. 15, the measuring device 10B according to the modified example includes a meteorological data acquiring unit 11h and an effectiveness determining unit 11i in the control unit 11 as compared with the measuring device 10A according to the second embodiment (see FIG. 12). The difference is that the data group determination unit 11j and the traveling condition determination unit 11k are included.

The weather data acquisition unit 11h is a functional unit that acquires the weather data D30 from the management device 20.
The validity determining unit 11i is a functional unit that determines the validity of the travel data D10 based on the weather data D30, like the validity determining unit 21c (see FIG. 4).
Similar to the data group determination unit 21d (see FIG. 4), the data group determination unit 11j calculates the difference from a certain reference value (center of gravity) of the plurality of travel data D10, and determines whether the difference is within a desired range. It is a functional means for determining whether or not.
The traveling condition determination unit 11k is a functional unit that determines the next traveling condition, similarly to the traveling condition notification unit 21e (see FIG. 4). The running condition determination unit 11k, like the running condition notification unit 21e, determines running conditions from the initial coasting test to the final coasting test. The vehicle 101 repeatedly travels in each speed range of the determined traveling conditions from the first time to the final time. At that time, when the difference from the center of gravity of the plurality of pieces of travel data D10 acquired under the current travel condition is within a desired range, the travel condition determination unit 11k sets a travel condition different from the current travel condition, It will be decided as the next driving condition. Note that the traveling condition determination unit 11k does not have a function of transmitting the determined next traveling condition to another device, unlike the traveling condition notification unit 21e.

The measuring apparatus 10B according to the modification operates, for example, according to the flow shown in FIGS. 16A and 16B. 16A and 16B are flowcharts showing the operation of the measuring device 10B.

In the example shown in FIGS. 16A and 16B, the operation of the measuring apparatus 10B according to the modification differs from the operation of the measuring apparatus 10A according to the second embodiment (see FIG. 13) in the following points.
(1) The point of performing the processing of step S110a and step S115a shown in FIG. 16A instead of the processing of step S110 and step S115.
(2) The point that the process of step S145 is deleted.
(3) The process of step S150a is performed after step S140, and then the processes of steps S645a to S687 shown in FIG. 16B are performed.

In step S110a shown in FIG. 16A described above, the traveling condition determination unit 11k determines the traveling conditions from the initial coasting test to the final coasting test according to the control program Pr10 stored in advance in the storage unit 12.

After step S110a, in step S115a, the notification control unit 11e drives the notification unit 17. In response to this, the notification unit 17 causes the speaker 17a to sound an alarm sound, and displays the first running condition on the display 17b among the running conditions from the first to the final running of the coasting test determined in step S110a. To do.

Of the processes of steps S645a to S687 shown in FIG. 16B described above, the processes other than steps S682 and S687 are similar to the processes of steps S645 to S680 shown in FIG. 8 of the management device 20.

In step S150a (see FIG. 16A) described above, while the vehicle 101 travels in the wireless communication range 113 (see FIG. 1), the meteorological data acquisition unit 11h acquires the meteorological data D30 from the management device 20 and stores it in the storage unit 12. Accumulate in. The weather data D30 acquired at this time is associated with the time data measured by the time measuring unit 31a of the weather observation device 30.

As shown in FIG. 16B, after step S150a, the validity determination unit 11i determines the validity of the current travel data D10 on both the outward route and the return route based on the meteorological data D30 accumulated in the storage unit 12 ( Step S645a).

In step S645a, when it is determined that the traveling data D10 of this time satisfies the desired condition on both the outward route and the returning route, the validity determining unit 11i determines the traveling data D10 of this time as valid data in the storage unit 12 Remember.

On the other hand, in step S645a, when it is determined that the current travel data D10 does not satisfy the desired condition on one or both of the forward and backward paths, the validity determination unit 11i invalidates the current travel data D10. Stored in the storage unit 12 as various data. That is, the validity determination unit 11i handles the current travel data D10 as exclusion data.

After step S645a, the traveling condition determination unit 11k determines whether or not the number of valid traveling data D10 under the current traveling condition is the desired number (step S650a).

When it is determined in step S650a that the number of valid travel data D10 under the current travel condition is not equal to the desired number (“No”), the travel condition determination unit 11k determines that the same travel as this time. The condition is determined as the next running condition (step S670a). In this case, the same traveling condition as this time is continuously displayed on the display 17b. After step S670a, the process returns to step S125 (see FIG. 16A).

On the other hand, when it is determined in step S650a that the number of valid travel data D10 under the current travel condition is the desired number (in the case of “Yes”), the data group determination unit 11j determines The difference from a certain reference value (center of gravity) of the plurality of travel data D10 under the travel condition is calculated (step S655a).

After step S655a, the data group determination unit 11j determines whether or not the difference is within the desired range (step S660a).

When it is determined in step S660a that the difference is not within the desired range (out of the desired range) (in the case of “No”), the process proceeds to step S665a. In this case, the data group determination unit 11j invalidates the farthest running data D10 (the running data D10 having the largest difference) and excludes the running data D10 from the valid running data D10 under the current running condition (step S665a). After step S665a, in step S670a, the traveling condition determination unit 11k determines the same traveling condition as this time as the next traveling condition. After step S670a, the process returns to step S125 (see FIG. 16A).

On the other hand, when it is determined in step S660a that the difference is within the desired range (in the case of "Yes"), the traveling condition determination unit 11k ends all the tests from the first time to the final time. It is determined whether or not (step S675a).

When it is determined in step S675a that all the tests are not completed (in the case of "No"), the traveling condition determination unit 11k determines a traveling condition different from this time as the next traveling condition ( Step S680a). In this case, the notification control unit 11e drives the notification unit 17. In response to this, the notification unit 17 causes the speaker 17a to sound an alarm sound and updates the display of the running condition of the coasting test on the display 17b to the next running condition (step S682). After step S682a, the process returns to step S125 (see FIG. 16A).

On the other hand, when it is determined in step S675a that all the tests are completed (in the case of "Yes"), the traveling condition determination unit 11k determines the end of all the tests, and the notification control unit 11e notifies the notification. The part 17 is driven. In response to this, the notification unit 17 causes the speaker 17a to sound an alarm sound and displays the end of all the tests on the display 17b (step S687). As a result, the measuring device 10B notifies the driver of the end of the test. In response to this, the driver stops the vehicle 101, and the processing of the series of routines in the measuring device 10B ends.

As described above, the traveling test of the vehicle 101 can be efficiently performed by implementing the respective functional means in the measuring device 10B.

10, 10A Measuring device 11, 21, 31 Control unit 11a, 31a Timing unit 11b Speed setting unit 11c Speed measuring unit 11d Communication control unit 11e Notification control unit 11f Imaging data acquisition unit 11g Image processing unit 11h, 21a Weather data acquisition unit 11i , 21c Effectiveness determination section 11j, 21d Data group determination section 11k Running condition determination section 12 Storage section 13, 33 GPS circuit 14 Remote control transmission/reception section 16, 26 Wireless communication section 17 Notification section 17a Speaker 17b Display 20 Management device 21b Running data acquisition Section (speed data acquisition section)
21e Running condition notification unit 31b Meteorological observation unit 22 Storage unit 28 Display 30 Meteorological observation device 31 Control unit 32 Storage unit 36 Communication unit 100, 100A Running test system 101 Vehicle 102 Camera (imaging device)
103 traveling line 110 traveling test road 111 forward straight line portion 112 return straight line portion 113 wireless communication range D10 traveling data (speed data)
D30 Meteorological data IM20a Coasting test screen Pr10, Pr20, Pr, 30 Control program R20 Instruction data SN Wind speed/direction sensor SP Pressure sensor ST Temperature sensor

Claims (6)

A measurement device that is mounted on a vehicle, and that notifies traveling conditions of the vehicle and measures traveling data under the traveling conditions,
A management device that is arranged outside the vehicle and that notifies the measuring device of the traveling condition of the vehicle,
It said management device and said measuring device, while the vehicle is traveling at termination or RaHajime Tanma linear portion of the running test path, and transmitted from the measuring device of this the travel data to the management device , Determining the validity of the current traveling data in the management device, and notifying the traveling condition of the next time from the management device to the measuring device,
A running test system characterized in that The running test system according to claim 1,
A wireless device connected to the management device and wirelessly communicating with the measuring device;
The wireless device includes a portion incommunicable with the measuring device in the entire range from the terminal end to the starting end of the running test road, and a part of the range from the terminal end to the starting end of the linear part. It has only a low output type wireless communication function that can communicate with the measuring device ,
A running test system characterized in that In the traveling test system according to claim 1 or 2,
The management device notifies the measuring device of the traveling conditions having the same contents as the current traveling until the valid traveling data determined to be effective in the determination of the effectiveness is measured for a desired number of lines, On the other hand, when the valid travel data has been measured for a desired number of times, the travel conditions of contents different from the current travel are notified to the measuring device,
A running test system characterized in that The running test system according to claim 3,
The management device has the largest difference when the traveling data is measured by a desired number and when the difference from the center of gravity of the plurality of traveling data under a predetermined traveling condition is out of the desired range. The travel data is invalidated and excluded from a plurality of travel data under a predetermined travel condition, and the travel condition of the same content as the current travel is notified to the measuring device until the valid travel data is measured by a desired number of lines. ,
A running test system characterized in that A speed measurement unit that measures speed data of the vehicle as traveling data,
An informing unit for informing the driver of the traveling conditions of the vehicle,
A wireless communication unit that performs wireless communication with the management device via a wireless device connected to the management device arranged outside the vehicle;
While the vehicle is traveling at termination or RaHajime Tanma linear portion of the running test path, the transmission of current the travel data to the management device, the effective of this the travel data in said management apparatus Receiving the next running condition transmitted from the management device after determining the sex,
A measuring device characterized by the above. Computer,
A meteorological data acquisition unit that acquires meteorological data,
A travel data acquisition unit for acquiring travel data of the vehicle from a measuring device mounted on the vehicle;
An effectiveness determination unit that determines the effectiveness of the travel data based on the weather data,
While functioning as a running condition notification unit that determines the next running condition and notifies the measuring device,
While the vehicle is traveling at termination or RaHajime Tanma linear portion of the running test path, and the current reception of the traveling data from the measuring device by the traveling data obtaining unit, by the validity determining unit Determining the validity of the current traveling data and transmitting the next traveling condition to the measuring device by the traveling condition notifying unit,
A program characterized by that.