JP6916208B2 - Vehicle external force information storage system and external force related information storage method - Google Patents

Description

The present invention mainly relates to a saddle-type vehicle in which a driver operates while straddling a seat.

Patent Document 1 describes that a sensor provided in a motorcycle transmits measurement data related to vehicle behavior to a server via a driver's terminal. The server sends advertisement information to the driver of the motorcycle based on the detection result.

Japanese Unexamined Patent Publication No. 2016-955772

However, in the system of Patent Document 1, there are cases where the driver cannot sufficiently grasp how the vehicle is used.

The present invention has been made in view of the above circumstances, and a main object thereof is to provide a configuration capable of more accurately estimating the usage condition of a saddle-type vehicle.

The problem to be solved by the present invention is as described above, and next, the means for solving this problem and its effect will be described.

According to the first aspect of the present invention, a vehicle external force information storage system having the following configuration is provided. That is, the vehicle external force information storage system includes a transmission unit, a reception unit, and a storage unit. The transmission unit is provided in the saddle-mounted vehicle, and transmits external force information indicating an external force applied to the saddle-mounted vehicle from the outside during traveling. The receiving unit is configured independently of the saddle-mounted vehicle, and receives the external force information transmitted by the transmitting unit. The storage unit stores the external force information received by the receiving unit. The storage unit stores the external force information acquired by a plurality of saddle-mounted vehicles. The external force information includes road surface applied external force information indicating an external force applied from the road surface to the road surface ground contact portion of the saddle-type vehicle during traveling, and the external force information including the road surface applied external force information is stored in the storage unit. ..

As a result, the external force applied to the saddle-type vehicle during traveling can be obtained from the information transmitted to the receiving unit. As a result, the external force information can be grasped as the information affecting the vehicle behavior, and the usage condition of the saddle-type vehicle can be estimated more accurately by collecting and analyzing the external force information during traveling. Further, since the transmitting unit wirelessly transmits the external force information, the transmission during traveling is easier than in the case of the wired transmission, and the frequency of transmitting the external force information can be increased. Therefore, since a large amount of external force information can be aggregated, it is possible to accurately estimate the usage condition or vehicle behavior of the saddle-type vehicle.

According to the second aspect of the present invention, the following external force-related information storage method is provided. That is, the external force-related information storage method includes a transmission step, a reception step, and a storage step. In the transmission step, external force information indicating an external force applied to the saddle-type vehicle from the outside during traveling is transmitted. In the receiving step, the external force information transmitted in the transmitting step is received by a receiving unit configured independently of the saddle-mounted vehicle. In the storage step, the external force information received in the reception step is stored. The storage unit stores the external force information acquired by a plurality of saddle-mounted vehicles. The external force information includes road surface applied external force information indicating an external force applied from the road surface to the road surface ground contact portion of the saddle-type vehicle during traveling, and the external force information including the road surface applied external force information is stored in the storage step. NS.

According to the present invention, it is possible to realize a configuration capable of more accurately estimating the usage condition of a saddle-mounted vehicle.

The block diagram which shows the structure of the vehicle external force information storage system which concerns on one Embodiment of this invention. Side view of a motorcycle. A block diagram of a motorcycle showing a configuration for transmitting vehicle information. The figure which shows the vehicle information. A flowchart showing an outline of processing performed by the vehicle information storage system. A flowchart showing a process performed by an arithmetic processor to transmit vehicle information. A flowchart showing a process performed by the passenger terminal device for transmitting vehicle information. The block diagram which shows the structure of the vehicle external force information storage system which concerns on the modification.

Next, an embodiment of the present invention will be described with reference to the drawings. First, an outline of the vehicle information storage system 100 will be described with reference to FIG. FIG. 1 is a block diagram showing a configuration of a vehicle information storage system 100 according to an embodiment of the present invention.

The vehicle information storage system 100 is a system for aggregating and utilizing vehicle information which is information about the motorcycle 1. The vehicle information storage system 100 includes a motorcycle 1 which is a saddle-type vehicle, a passenger terminal device 7, and a vehicle information storage device 8. Although only one motorcycle 1 and one passenger terminal device 7 are shown in FIG. 1, in reality, vehicle information obtained by the plurality of motorcycles 1 is collected in the vehicle information storage device 8. ..

The motorcycle 1 includes a vehicle information sensor 30, a calculation processor (acquisition unit) 50, and a communication device (transmission unit) 60. The vehicle information sensor 30 detects the vehicle information and outputs it to the arithmetic processing machine 50. The arithmetic processing machine 50 stores the vehicle information acquired from the vehicle information sensor 30, and also obtains the external force information based on the vehicle information. The arithmetic processing machine 50 outputs vehicle information including at least external force information to the communication device 60 at a predetermined timing. The information transmitted by the communication device 60 is information set in advance as information to be transmitted. The communication device 60 wirelessly transmits the vehicle information acquired by the arithmetic processing machine 50 to the passenger terminal device 7. In the present embodiment, the communication device 60 is arranged inside the motorcycle 1 (specifically, inside the meter device 19 described later). The arithmetic processing machine 50 and the communication device 60 may be integrally configured. The configuration of the motorcycle 1 and the details of the vehicle information will be described later.

The passenger terminal device 7 is an information terminal device owned and carried by a passenger (driver or passenger) of the motorcycle 1. The passenger terminal device 7 is configured independently of the motorcycle 1. The passenger terminal device 7 is, for example, a mobile phone, a smartphone, a tablet terminal, a notebook computer, or the like. The passenger terminal device 7 can transmit information in a wider range than the communication device 60. That is, the passenger terminal device 7 functions as a relay device that relays information from the arithmetic processing machine 50 to the vehicle information storage device 8. That is, the passenger terminal device 7 serves as a relay device to the vehicle information storage device 8 by executing a predetermined vehicle body information storage program on the communication terminal device having a function of executing a telephone call, an Internet connection, or the like. Function. The passenger terminal device 7 is configured to be able to transmit information to the vehicle information storage device 8 via a public communication line or a dedicated communication line. The passenger terminal device 7 includes a receiving unit 71 and a public transmitting unit 72.

The receiving unit 71 receives the vehicle information transmitted by the communication device 60 of the motorcycle 1. The passenger terminal device 7 can be wirelessly connected to the Internet via a public communication line. The receiving unit 71 has a vehicle body side antenna portion that receives the signal from the communication device 60 and a demodulation portion that demodulates the received signal as information. As the receiving unit 71, a configuration that the communication terminal device has in advance can be used.

The public transmission unit 72 transmits vehicle information to the vehicle information storage device 8 via the Internet. The public transmission unit 72 includes a modulation portion that modulates vehicle information into a transmittable signal, and a line-side antenna portion that transmits the modulated signal toward a base station of a public communication line. The public transmitter 72 can connect to the Internet without going through another device, but may be able to connect to the Internet via another device (for example, a portable wireless router). The public transmission unit 72 can use an existing configuration (a configuration that the passenger terminal device 7 has in advance, a configuration that the passenger terminal device 7 has to realize other functions).

Since the motorcycle 1 and the passenger are relatively close to each other, for communication between the motorcycle 1 and the passenger terminal device 7, for example, the communication distance is 5 m or less or 10 m or less (in other words, the public transmitter 72 and the communication base station). A short-range wireless communication standard (a range narrower than the communicable range with) can be used. An example of a communication standard is Bluetooth®.

The vehicle information storage device 8 is a device that stores vehicle information transmitted by the motorcycle 1. The vehicle information storage device 8 is, for example, a device such as a server, which is a storage device capable of connecting to the Internet. The vehicle information storage device 8 includes a public reception unit 81 and a storage unit 82. The public receiving unit 81 receives the vehicle information transmitted by the public transmitting unit 72 by connecting to the Internet. The storage unit 82 stores the vehicle information received by the public reception unit 81. The storage unit 82 creates a database of vehicle information so that vehicle information that matches a predetermined condition can be extracted. The method of utilizing vehicle information will be described later.

Next, the structure of the motorcycle 1 will be briefly described with reference to FIG. FIG. 2 is a side view of the motorcycle 1.

The motorcycle 1 of the present embodiment shown in FIG. 2 is a so-called multi-purpose type (dual-purpose type) motorcycle, and includes a vehicle body 11, front wheels 13, and rear wheels 14. In the present embodiment, the vehicle body 11 is a concept including not only various frames as the skeleton of the motorcycle 1 but also members and devices supported by the frames.

The front wheels 13 and the rear wheels 14 are rotatably supported by the vehicle body 11. Specifically, the vehicle body 11 includes a main frame 15, a front fork 16, and a swing arm 17. The front fork 16 is connected to the front fork 16 via a head pipe. The front wheel 13 is supported via the front fork 16. Further, the swing arm 17 is connected to the main frame 15 via a pivot frame. The rear wheel 14 is supported via the swing arm 17.

Further, a headlamp 18 that irradiates light forward is arranged at the front end of the vehicle body 11. The headlamp 18 is configured so that the low beam and the high beam can be switched. A meter device 19 is arranged behind the headlamp 18. The meter device 19 displays the vehicle speed, the engine rotation speed, and the like.

A steering handle 20 is arranged behind the meter device 19. The steering handle 20 is an operator for the driver to perform steering, and by rotating the steering handle 20, the direction of the front wheels 13 can be changed to perform turning. The steering handle 20 has a throttle grip (operator) for performing an operation of changing the accelerator opening (throttle operation), a brake lever (operator) for performing a brake operation, and a clutch lever for performing a clutch operation. (Operator) is arranged. Further, the steering handle 20 is provided with a plurality of switches (operators). Specifically, a headlamp 18, a direction indicator, a switch for operating a hazard, a switch for instructing engine start, switching of a traveling mode, and the like are provided.

A fuel tank 21 is arranged behind the steering wheel 20. The fuel tank 21 stores fuel to be supplied to the engine 22 arranged behind the front wheels 13. The engine 22 is a drive source for the motorcycle 1 that drives the rear wheels 14 of the motorcycle 1.

A front seat (driver's seat) 23 for the driver to sit on is arranged behind the fuel tank 21. The driver sits on the front seat 23 and puts his / her foot on a pair of left and right front steps (driver steps) 24 arranged below the front seat 23. A shift pedal (operator) for performing a shift operation and a brake pedal (operator) for performing a brake operation are provided in the vicinity of the front step 24. The driver performs a driving operation across the front seat 23. Further, the motorcycle 1 is a vehicle capable of tilting the vehicle body 11 when turning, and the direction of the vehicle body 11 is changed by applying an external force so that the driver changes the direction of the steering handle 20. For example, when the driver shifts his / her weight toward the center of the corner when turning, the vehicle behavior suitable for turning can be obtained, or by moving the weight in the front-rear direction, the vehicle behavior suitable for acceleration / deceleration can be obtained. You may try to get it.

A rear seat (passenger seat, tandem seat) 25 for a passenger to sit on is arranged behind the front seat 23. The passenger sits on the rear seat 25 and puts his / her foot on a pair of left and right rear steps (passenger step, tandem step) 26 arranged below the rear seat 25.

Next, the specific configuration of the vehicle information sensor 30 and the contents of the vehicle information will be described in detail with reference to FIGS. 3 and 4. FIG. 3 is a block diagram of a motorcycle showing a configuration for transmitting vehicle information. FIG. 4 is a diagram showing vehicle information. The vehicle information shown in FIG. 4 is an example, and the motorcycle 1 may transmit only a part or all of the vehicle information shown in FIG. 4 to the passenger terminal device 7, and is not shown in FIG. The vehicle information may be further included and transmitted to the passenger terminal device 7.

As described above, the vehicle information is information about the motorcycle 1, and the contents thereof are various. The vehicle information is mainly detected by the vehicle information sensor 30 and output to the arithmetic processing machine 50, but there is also vehicle information that can be acquired based on the operating status or the setting contents of the arithmetic processing machine 50.

As shown in FIG. 4, the vehicle information includes external force information, command information, vehicle behavior information, environmental information, and identification information. The external force information is information indicating an external force applied to the motorcycle 1 from the outside while the motorcycle 1 is traveling. The external force includes not only the force in the linear direction but also the force (moment) in the rotational direction. Here, the outside is a concept including a road surface and a passenger. The external force information includes, for example, passenger-granted external force information and road surface-granted external force information. The passenger-granted external force information is information indicating the external force (excluding the operation given by the driver to the vehicle body 11) given to the motorcycle 1 (specifically, the vehicle body 11) by the passenger (driver, passenger). The road surface applied external force information is information indicating the external force applied to the motorcycle 1 (specifically, the front wheels 13 and the rear wheels 14) from the road surface.

As shown in FIG. 3, the motorcycle 1 includes a steering torque sensor 31, a handle load sensor 32, a front seat load sensor 33, and a front step load sensor 34 as external force information sensors for detecting occupant-applied external force information. , A rear seat load sensor 35 and a rear step load sensor 36 are provided. The motorcycle 1 includes a tire force sensor 37 as an external force information sensor that detects road surface applied external force information. Further, the external force information sensor can be configured by using, for example, a strain gauge, but may be configured by using another detection element (for example, a piezoelectric element).

The steering torque sensor 31 to the front step load sensor 34 are sensors that detect an external force applied by the driver. The steering torque sensor 31 and the steering wheel load sensor 32 are sensors that detect an external force applied by the driver using the upper body (particularly the hands and arms). The front seat load sensor 33 and the front step load sensor 34 are sensors that detect an external force applied by the driver using the lower body.

The external force information detected by the external force information sensor is information that changes with the passage of time. The external force information sensor or the arithmetic processing machine 50 stores, for example, the external force information in association with the information detection time in order to identify the external force information detected at which timing. Vehicle information detected by a device other than the external force information sensor is also stored in the arithmetic processing machine 50 in association with the information detection time. As a result, vehicle information detected by a plurality of sensors can be synchronized.

The steering torque sensor 31 detects the steering torque. The steering torque is a force that causes the driver to rotate the steering handle 20. That is, it is a force (force around the steering shaft) applied by the driver to the rotation center (steering shaft) of the steering handle 20. The steering torque changes according to the speed at which the steering handle 20 is rotated and the timing at which the steering handle 20 is rotated when the motorcycle 1 is traveling. Steering torque is generated not only when the motorcycle 1 is turning, but also when the steering position or speed is maintained against the force received from the road surface. The steering torque sensor 31 outputs the detected steering torque to the arithmetic processing machine 50.

The arithmetic processing machine 50 may be an engine control device or a meter control device provided in the meter device 19. Further, it may be composed of a plurality of control devices.

The steering wheel load sensor 32 detects the steering wheel load applied to the steering wheel 20 by the driver. The front seat load sensor 33 detects the front seat load applied to the front seat 23 by the driver. The front step load sensor 34 detects the front step load applied to the front step 24 by the driver. Since the front steps 24 are provided in pairs on the left and right, the front step load sensors 34 are also provided in pairs on the left and right.

The driver sits on the front seat 23, grasps the steering handle 20 by hand, and puts his / her foot on the front step 24. Therefore, the weight of the driver, in principle, rests on these three members. Therefore, by detecting the above three loads, it is possible to estimate how to apply the weight of the driver (load balance). Further, the handle load sensor 32, the front seat load sensor 33, and the front step load sensor 34 may be configured to detect only the magnitude of the load, and may further determine the direction in which the load is applied (horizontal direction, front-rear direction). It may be configured to detect, or it may be configured to further detect the position where the load is applied (left-right position, front-rear position). In this way, by detecting the direction in which the load is applied and the position where the load is applied, the posture of the driver, the position of the center of gravity, and the like can be estimated. Further, by using the time change of the load, the posture change of the driver can be estimated. This makes it possible to estimate how the external force is applied by the center of gravity of the driver when turning.

The rear seat load sensor 35 detects the rear seat load applied to the rear seat 25 by the passenger. The rear step load sensor 36 detects the rear step load applied to the rear step 26 by the passenger. Since the rear steps 26 are provided in pairs on the left and right as in the front step 24, the rear step load sensors 36 are also provided in pairs on the left and right. The rear seat load sensor 35 and the rear step load sensor 36 detect the load of the passenger. These sensors are similar to the sensors that detect the driver's load. With this configuration, it is possible to estimate the posture and posture change of the passenger, the position of the center of gravity, how the external force is applied by the center of gravity, and the like.

Since the motorcycle 1 is lighter than the four-wheeled vehicle and turns by tilting the vehicle body 11, how the occupant changes the posture and the center of gravity greatly affects the behavior of the vehicle body 11. Therefore, these values can be effectively utilized as compared with a four-wheeled vehicle.

The tire force sensor 37 detects the tire force, which is the force received from the road surface by at least one of the front wheels 13 and the rear wheels 14, which are the road surface contact portions. The tire force refers to the front-rear force (driving force, reaction force of braking force), the left-right force (friction force against skidding), the vertical upward force (vertical resistance force according to the load, and the unevenness of the road surface). It is a concept including a force for moving up and down) and a force in the rotation direction (the rotation axis may be any of the front-back direction, the left-right direction, and the up-down direction). The tire force sensor 37 may be configured to detect at least one of the above-mentioned plurality of forces. By using the tire force, it is possible to estimate the frictional force applied to the front wheels 13 and the rear wheels 14 during traveling. In particular, by estimating the frictional force when the motorcycle 1 is turning, it is possible to determine how much the driver is utilizing the frictional force of the front wheels 13 and the rear wheels 14 (how much room there is before slipping). Can be estimated. For example, by using the steering torque, the driver's load, and the tire force during turning, it is possible to estimate what kind of force the motorcycle 1 receives from the road surface due to the force applied by the driver during turning. ..

The command information shown in FIG. 4 is information indicating the content of a command using an operator provided on the motorcycle 1. The command information is classified into operation command information and operation assistance command information. The driving command information is command information related to steering and running of the motorcycle 1. The driving assistance command information is command information other than the driving command information. Further, at least a part of the operation command information is detected by the operation command sensor 38 shown in FIG. At least a part of the driving assistance command information is detected by the driving assistance command sensor 39 shown in FIG. The specific configurations of the operation command sensor 38 and the operation assistance command sensor 39 will be described below.

As shown in FIG. 4, the operation command information includes a steering angle, an accelerator opening degree, a brake operation amount, a shift stage, and a clutch operation amount. The steering angle is the angle at which the driver rotates the steering handle 20. The accelerator opening is the angle at which the driver rotates the throttle grip. The brake operation amount is an operation amount in which the driver operates the brake lever and the brake pedal. The gear position is the current shift stage (shift position) of the transmission. The clutch operation amount is an operation amount in which the driver operates the clutch lever. These operation command information is detected by a sensor (rotation sensor, position sensor) or the like provided on the operator or a member connected to the operator.

By using the above-mentioned external force applied to the passenger (particularly the external force applied to the driver), the steering content of the driver can be estimated. By using the driving command information in addition to the external force applied to the driver, the steering content of the driver can be estimated in more detail.

As shown in FIG. 4, the operation assistance command information includes the operating status of the lighting parts and the like. Examples of the operating status of the lighting components include a lighting status indicating whether the headlamp 18 is a high beam or a low beam, whether or not the direction indicator is lit, and a lighting status indicating whether or not the hazard lamp is lit. The operating status of the lighting component can be detected by a sensor that detects the operating status of a switch or the like operated by the driver. By using the operating status of the lighting parts, the traveling environment of the motorcycle 1 can be estimated.

The vehicle behavior information shown in FIG. 4 is information indicating the behavior of the motorcycle 1. The vehicle behavior information is classified into engine information indicating the behavior of the engine 22 and vehicle body operation information indicating the behavior of the vehicle body 11.

As shown in FIG. 4, the engine information includes a traveling mode, an engine rotation speed, and an engine control state. At least a part of the engine information is detected by the engine information sensor 40 shown in FIG. The traveling mode is for switching the behavior of the motorcycle 1 according to the operation of the driver. By changing the traveling mode, for example, the maximum output changes or the response to the accelerator opening changes. The driving mode can be switched by the driver operating a predetermined switch or the like. The driving mode is detected by a sensor that detects the operating status of a switch or the like operated by the driver. Since the behavior of the motorcycle 1 changes according to the traveling mode, the behavior of the motorcycle 1 according to the steering content of the driver can be grasped in more detail by using the traveling mode.

The engine rotation speed is the rotation speed of the crankshaft of the engine 22, and is detected by a rotation sensor or the like attached to the engine 22 or the like. The engine control state is information indicating the presence / absence or degree of execution of various engine controls. As engine control, for example, a traction control that prevents the drive wheels (rear wheels 14) from slipping, an ABS (anti-lock braking system) that prevents the front wheels 13 or the rear wheels 14 from locking, and the front wheels 13 float from the road surface. There is a wheelie prevention control to prevent. The engine control state can be obtained based on the operating state of the arithmetic processing machine 50. Since the engine 22 is a basic member for driving the motorcycle 1, engine information is important for estimating the behavior of the motorcycle 1.

As shown in FIG. 4, the vehicle body operation information includes vehicle speed, acceleration / deceleration, bank angle, pitch angle, remaining fuel amount, abnormal occurrence status, suspension expansion / contraction amount, and other actuator operations. At least a part of the vehicle body motion information is detected by the vehicle body motion information sensor 41 shown in FIG. The vehicle speed is the traveling speed of the motorcycle 1. The vehicle speed is detected by a vehicle speed sensor provided on the rear wheels 14 and the like. The acceleration / deceleration is the acceleration and deceleration of the motorcycle 1. The bank angle is an inclination angle of the vehicle body 11 with the rotation axis in the front-rear direction. The pitch angle is the inclination angle of the vehicle body 11 with the left-right direction as the rotation axis. The acceleration / deceleration, the bank angle, and the pitch angle are detected by an acceleration sensor or the like. The remaining amount of fuel is the remaining amount of fuel stored in the fuel tank 21. The remaining fuel amount is detected by a fuel remaining amount sensor or the like provided in the fuel tank 21. The abnormality occurrence status is the presence or absence of an abnormality occurrence in each part of the motorcycle 1. The abnormality occurrence situation is detected by the abnormality detection sensors provided in each part of the motorcycle 1. The suspension expansion / contraction amount is the expansion / contraction amount of the suspension (front suspension, rear suspension) included in the motorcycle 1. The amount of expansion and contraction of the suspension is detected by a stroke sensor or the like provided on the suspension.

Since the vehicle speed and the acceleration / deceleration are basic values related to the running of the motorcycle 1, they are important for estimating the behavior of the motorcycle 1. By detecting the bank angle, it is possible to grasp how much the motorcycle 1 is tilted when turning, so how the tire force changes according to the bank angle, the change in the bank angle and the driver's You can grasp the relationship of posture changes. Since the remaining amount of fuel affects the weight of the motorcycle 1, it is important for estimating the behavior of the motorcycle 1. It can also be estimated whether or not the driver's steering changes according to the remaining fuel amount. By detecting the amount of suspension expansion and contraction, the unevenness of the road surface can be estimated.

As shown in FIG. 4, the environmental information includes a traveling position, a road friction coefficient, a road surface gradient, a traveling road type, a temperature, a weather, a traffic jam condition, a time zone, and the like. As shown in FIG. 3, at least a part of the environmental information is detected by the environmental information sensor 42 shown in FIG. The traveling position is the position information of the motorcycle 1, and can be detected by a GPS receiver or the like. The coefficient of friction on the road surface is the coefficient of friction between the front wheels 13 and the rear wheels 14 and the traveling path. The friction coefficient may be estimated based on, for example, the detection result of the tire force sensor 37. In this case, the tire force sensor 37 is an external force information sensor and corresponds to an environmental information sensor 42. The road surface gradient is the inclination angle of the traveling road (inclination angle about the left-right direction). The type of the traveling path indicates, for example, an expressway, an urban area, a mountain road, or the like. The road surface gradient and the type of the traveling road can be obtained based on the position information of the motorcycle 1 and the map information. In the motorcycle 1, only the position information may be output, and the road surface gradient and the type of the traveling road may be added by the passenger terminal device 7 or the vehicle information storage device 8. The temperature, weather, and traffic condition can be obtained based on the position information and time of the motorcycle 1 and a predetermined database. Similarly, in the motorcycle 1, only the position information and the time may be output, and the temperature, weather, and traffic congestion may be added by the passenger terminal device 7 or the vehicle information storage device 8. The time zone can be obtained from the clock of the arithmetic processing machine 50 or the like of the motorcycle 1.

By using the traveling position, it is possible to grasp what kind of area the motorcycle 1 is traveling. Further, the road surface friction coefficient and the road surface gradient affect the behavior of the motorcycle 1. In particular, since the motorcycle 1 is lighter than the four-wheeled vehicle, the influence of the road surface friction coefficient is larger than that of the four-wheeled vehicle, and the road surface gradient and the unevenness of the road surface have a large influence on the pitching of the vehicle body. Also, the type of track, temperature, weather, traffic conditions, and time of day can affect the driver's steering.

As shown in FIG. 4, the identification information includes a driver ID and a vehicle ID. The driver ID is an identifier for identifying the driver and is individually assigned to each driver. The driver ID is given by the service provider, for example, when using the vehicle information storage system 100. The vehicle ID is an identifier for distinguishing the motorcycle 1 and is individually assigned to each motorcycle 1.

By including the driver ID in the vehicle information, the steering tendency of each driver can be estimated. Further, by including the vehicle ID in the vehicle information, the steering tendency of each vehicle type and each motorcycle 1 can be estimated.

Next, the processing performed by the vehicle information storage system 100 will be described with reference to FIGS. 3 and 5. FIG. 5 is a flowchart showing an outline of the processing performed by the vehicle information storage system 100.

First, the communication device 60 wirelessly transmits the vehicle information (including external force information) acquired as described above to the passenger terminal device 7 using a short-range wireless communication standard or the like (S101). The passenger terminal device 7 receives the vehicle information transmitted by the communication device 60 in step S101 (S102). Next, the passenger terminal device 7 wirelessly transmits the vehicle information received in step S102 to the vehicle information storage device 8 via the public communication line (S103). The vehicle information storage device 8 receives the vehicle information transmitted by the passenger terminal device 7 in step S103 (S104). The vehicle information storage device 8 stores the vehicle information received in step S104 in the storage unit 82 (S105).

The flowchart of FIG. 5 shows in order the processes (flow of vehicle information) performed by each part constituting the vehicle information storage system 100, and each part constituting the vehicle information storage system 100 independently performs the processing. Therefore, the processes of steps S101 to S105 are not always performed in this order. For example, the process of step S102 may be performed after the process of step S101 is performed a plurality of times.

Next, the details of the process in which the communication device 60 transmits the vehicle information will be described with reference to the flowchart of FIG. FIG. 6 is a flowchart showing a process performed by the arithmetic processing machine 50 for transmitting vehicle information. The vehicle information may be transmitted to the passenger terminal device 7 at any time, but in the present embodiment, the vehicle information is transmitted to the passenger terminal device 7 at a predetermined timing. As a result, the power consumption of the communication device 60 can be suppressed. Therefore, the arithmetic processing machine 50 temporarily stores the vehicle information acquired from the vehicle information sensor 30.

The arithmetic processing machine 50 determines whether or not there is vehicle information to be processed (S201), and if there is vehicle information to be processed, performs processing of vehicle information (S202). The processing process is a process for processing vehicle information stored in the arithmetic processing machine 50. As the processing process, there is a process of reducing the amount of data in order to reduce the amount of communication. There are various methods for reducing the amount of data, but for example, unnecessary information (external force information during stoppage, etc.) is deleted, the detected values are averaged within a predetermined time range, and the detected values that change continuously are specified. There is a process of binarizing depending on whether or not the threshold value is equal to or higher than the threshold value of, or extracting a portion where the external force is equal to or higher than a predetermined threshold value.

Next, the arithmetic processing machine 50 determines whether or not it is the transmission timing of the vehicle information (S203). The transmission timing of the vehicle information is set in advance and may be transmitted at regular time intervals, may be determined according to the amount of vehicle information data stored in the arithmetic processing machine 50, or may be instructed by the passenger. You may send it at the time. Further, the vehicle information may be transmitted while the motorcycle 1 is running, or the vehicle information may be transmitted while the motorcycle is stopped. It is preferable that the vehicle information transmitted while the vehicle is stopped is information (identification information, etc.) that does not change before and after traveling. When the arithmetic processing machine 50 determines that it is the transmission timing of the vehicle information, it determines whether or not it is possible to communicate with the passenger terminal device 7 (S204).

When the arithmetic processing machine 50 determines that it can communicate with the passenger terminal device 7, it transmits vehicle information to the passenger terminal device 7 using the communication device 60 (S205). When the arithmetic processing machine 50 determines that communication with the passenger terminal device 7 is not possible, the arithmetic processing machine 50 returns to the processing of, for example, step S201 without transmitting the vehicle information. Then, the arithmetic processing machine 50 performs the process of step S204 again, and when it is determined that the communication with the passenger terminal device 7 is possible, the arithmetic processing machine 50 transmits the vehicle information to the passenger terminal device 7 using the communication device 60 (S205).

After that, the arithmetic processing machine 50 transmits the vehicle information every time the vehicle information transmission timing comes. The arithmetic processing machine 50 deletes the stored vehicle information. The timing of deletion is, for example, immediately after transmission to the passenger terminal device 7, after a certain period of time, or after the storage capacity of the arithmetic processing machine 50 has decreased. As described above, since the motorcycle 1 performs wireless communication, the vehicle information can be transmitted frequently, so that the storage capacity of the arithmetic processing machine 50 can be suppressed.

Further, the transmission frequency may be different for each type of vehicle information. For example, vehicle information with a small change during traveling may be transmitted less frequently than vehicle information with a large change during traveling. For example, environmental information and driving mode are set as vehicle information with a small change during traveling, and for example, external force information, driving command information, and vehicle body operation information are set as vehicle information with a large change during traveling. .. Further, in the turning state or the acceleration / deceleration state, the frequency of transmitting vehicle information in which the change during traveling is large may be higher than in the straight-ahead state or the constant speed state. Further, in the turning state, the types of vehicle information to be transmitted may be increased or the transmission frequency may be increased as compared with the non-turning state. As a result, it is possible to accurately estimate the turning state in which the driver's usage condition is likely to change. Further, when the vehicle speed exceeds a predetermined speed, the types of vehicle information to be transmitted may be increased or the transmission frequency may be increased. For example, when entering an intersection or driving slowly, it is possible to reduce the amount of vehicle information transmitted and improve convenience by reducing the types of vehicle information to be transmitted and the frequency of transmission. can. Further, when the speed is faster than the predetermined speed, the types of vehicle information to be transmitted may be increased or the transmission frequency may be increased. As a result, it is possible to accurately estimate the driver's usage condition in the speed range where the driver's feeling is likely to be affected. In this way, when the predetermined conditions are satisfied, the types of vehicle information to be transmitted may be increased or the transmission frequency may be increased. Further, the type or transmission frequency of the vehicle information to be communicated may be changed by the operation of the driver. The transmission frequency may be further changed while changing the type of vehicle information.

Next, the details of the process in which the passenger terminal device 7 transmits the vehicle information will be described with reference to the flowchart of FIG. 7. FIG. 7 is a flowchart showing a process performed by the passenger terminal device 7 to transmit vehicle information.

The passenger terminal device 7 receives the vehicle information wirelessly transmitted by the communication device 60 according to the short-range wireless communication standard or the like (S301). The passenger terminal device 7 (temporarily) stores the vehicle information received from the communication device 60 (S302). Next, the passenger terminal device 7 determines whether or not it can communicate with the vehicle information storage device 8 (S303). This determination is made based on, for example, the strength of radio waves of the public communication line used by the passenger terminal device 7.

When the passenger terminal device 7 determines that it can communicate with the vehicle information storage device 8, it wirelessly transmits the vehicle information stored in step S302 to the vehicle information storage device 8 via the public communication line (S304). The passenger terminal device 7 may delete the stored vehicle information after transmission to the vehicle information storage device 8. When the passenger terminal device 7 determines that the vehicle information storage device 8 cannot communicate with the vehicle information storage device 8, the passenger terminal device 7 returns to the process of, for example, step S301 without transmitting the vehicle information. Then, the passenger terminal device 7 performs the process of step S303 again, and when it is determined that communication with the vehicle information storage device 8 is possible, the passenger terminal device 7 transmits the vehicle information to the vehicle information storage device 8 (S304).

The vehicle information storage device 8 receives the vehicle information transmitted by the passenger terminal device 7 in step S304, and stores the vehicle information in the storage unit 82 for each identification ID.

In step S303, the frequency of transmitting vehicle information may be different depending on the strength of the radio wave of the public communication line. For example, when the radio wave of the public communication line is stronger than a predetermined threshold value, the vehicle information can be efficiently transmitted by increasing the frequency of transmitting the vehicle information.

As in the present embodiment, by transmitting vehicle information to the vehicle information storage device 8 using the passenger terminal device 7 owned by the passenger, a communication function for using a public communication line on the motorcycle 1 side is provided. There is no need to provide it. In other words, since the passenger terminal device 7 relays the communication device 60 and the vehicle information storage device 8, the communication distance required for the communication device 60 mounted on the motorcycle 1 can be reduced. As a result, the cost of the motorcycle 1 can be reduced. Further, since the passenger terminal device 7, which is a general-purpose device, executes a predetermined vehicle body information storage program, the dedicated terminal device can be omitted, and it can be added to various vehicles and the cost is reduced. Can be done.

Further, by wirelessly transmitting the vehicle information by the communication device 60, the vehicle information can be transmitted without the need for a physical connection (wired connection). This makes it possible to transmit vehicle information more frequently than with a physical connection. For example, vehicle information can be transmitted even while traveling. By frequently transmitting the vehicle information in this way, the vehicle information after transmission can be frequently deleted. As a result, the storage capacity of the storage device provided in the motorcycle 1 can be reduced as compared with the case where the vehicle information is stored for a long period of time until the physical connection. Further, by transmitting the vehicle information by wireless transmission, it is possible to eliminate the work of transmitting the information by the driver or the maintenance person, and it is possible to improve the convenience.

Further, by aggregating vehicle information (particularly external force information) in the vehicle information storage device 8 provided outside the vehicle, the external force obtained by various drivers and vehicle types is compared with the case where the storage device is provided for each motorcycle. It becomes easier to aggregate information.

Next, a method of utilizing the vehicle information stored in the vehicle information storage device 8 will be described.

As described above, by accumulating the vehicle information including the external force information in the vehicle information storage device 8, the external force (steering torque, passenger's load) and the driving command (steering angle) given to the motorcycle while the driver is driving. And, based on the accelerator opening, etc.), it is possible to estimate how the driver is using the motorcycle (how to steer). In particular, by using external force information, it is possible to estimate how the external force is applied to the motorcycle by the driver (driving tendency, driver's habit, preference) from information that cannot be obtained from the driving command and vehicle behavior information. can do. In addition, it is possible to estimate the situation in which the driver changes the external force based on other vehicle information stored in synchronization. This makes it possible to provide the driver with a proposal for improving the steering method (for example, the timing and magnitude of changing the external force). In addition, we propose motorcycle settings that match the driver's usage, propose parts that match the driver's usage, and when purchasing another motorcycle, we offer a motorcycle that suits the driver. You can make suggestions.

Further, since the behavior of the motorcycle is changed by the influence of the external force applied to the motorcycle, it is easy to estimate the tendency of the correlation between the external force actually applied to the motorcycle and the behavior of the motorcycle. For example, from the correlation between the obtained external force information and the vehicle behavior information, if the actual vehicle behavior deviates from the correlation, it may be possible to determine that the motorcycle is in an abnormal state. In this way, the failure diagnosis of the motorcycle can also be performed. In addition, it is possible to estimate the appropriate timing of maintenance according to the parts of the motorcycle.

By using the vehicle information obtained from a plurality of drivers, it is possible to grasp how to apply one's own external force as compared with other drivers, for example, the tendency of steering. Further, by using the vehicle information obtained from a plurality of drivers, it is possible to grasp how the motorcycle is used by a large number of users. Therefore, a motorcycle manufacturer can develop a motorcycle according to the usage condition of the driver. In addition, it is possible to obtain information on how the motorcycle behaves according to the content commanded by using the force applied to the motorcycle by the driver or the operator. Therefore, by developing a motorcycle using this information, it is possible to develop a motorcycle according to specifications or requirements. The above-mentioned utilization example is an example, and the utilization of the stored external force information for other purposes is also included in the utilization of the present invention.

Further, using the external force information among the vehicle information has the following advantages. That is, the external force information is one of the factors that cause the vehicle behavior of the motorcycle. For example, even if the vehicle behavior (result) is the same, it is possible to grasp whether the vehicle behavior is in a state where a large external force is applied or in a state where no external force is applied. In this way, it is possible to estimate whether or not the vehicle behavior (result) is caused by an external force. As a result, it is possible to accurately estimate the change in vehicle behavior due to the external force as compared with the case where only the vehicle behavior is used.

Further, the external force information given by the driver can be grasped as information representing the driving intention, taste, and habit of the driver, separately from the driving command by the operator. By acquiring the external force information as the driving intention, it is possible to estimate the usage condition of the driver more accurately than in the case of acquiring only the vehicle behavior. By acquiring detailed information such as the magnitude and direction of the force and their time changes as the external force information, it is possible to further facilitate the estimation of the driver's driving intention.

Further, by acquiring the steering torque as external force information, it is possible to grasp the correlation between the change (result) of the turning state and the steering torque (factor). Further, when the steering torque is acquired as external force information, it can be grasped as information representing the driving intention, taste, and habit of the driver for turning. Since the operation performed by the driver when turning a motorcycle is complicated, it is possible to accurately estimate the usage condition and the change in vehicle behavior due to an external force by collecting such steering torque. In addition, in the turning transient state such as the initial turning stage and the turning end stage, the external force given to the motorcycle by combining the steering torque as the external force given by the driver and the weight shift in the vehicle width direction and the front-rear direction of the driver is applied. , It greatly affects the vehicle behavior that appears as a turning condition. In this embodiment, by acquiring at least one of these, preferably both, as external force information, it is possible to easily estimate the driving intention of the driver in the turning transient state.

In addition, by acquiring the weight shift of the driver as external force information, it is possible to grasp the correlation between the posture change (result) of the motorcycle and the weight shift (factor). For example, when a motorcycle has a pitching behavior, it can be determined whether or not it is caused by the weight shift in the front-rear direction by the driver. Similarly, when the roll behavior of the vehicle body occurs, it can be determined whether or not it is caused by the weight shift in the vehicle width direction by the driver.

In addition, by acquiring the road surface applied external force information, it is possible to grasp the correlation between the attitude change (result) of the motorcycle and the external force (factor) given from the road surface. For example, when the pitching behavior of the vehicle body occurs, it can be determined whether or not it is caused by the external force applied from the road surface.

In addition, by synchronously acquiring the weight shift of the driver and the external force given from the road surface, it is possible to easily grasp whether or not the frictional force given from the road surface has been exceeded, and it is possible to automatically grasp when turning. It is easy to understand the vehicle behavior considering the sideslip of a two-wheeled vehicle.

In addition, by acquiring these external force information and the driving environment information in synchronization, it is easy to grasp the correlation between the driving environment and the information expressing the driving intention, taste, and habit as the external force given by the driver. can do. As a result, it is possible to grasp the usage condition of the driver with higher accuracy. For example, it is possible to estimate whether or not there is a tendency or change in the driving intention according to the travel path, time zone, weather, and the like.

By synchronously acquiring these external force information and the identification information that identifies the driver, it is possible to easily grasp the information representing the driving intention, taste, and habit of each driver. As a result, it is possible to grasp the usage condition of the driver with higher accuracy. In addition, by synchronously acquiring the external force information and the information for identifying the motorcycle, it is possible to obtain the external force information given by the driver for each vehicle type, and grasp the information representing the driving intention, taste, and habit of each vehicle type. It can be made easier.

Next, a modified example of the above embodiment will be described with reference to FIG. 7. FIG. 7 is a block diagram showing a configuration of a vehicle external force information storage system according to a modified example. In the description of the modified example, the same or similar members as those in the above embodiment may be designated by the same reference numerals in the drawings, and the description may be omitted.

In the above embodiment, the motorcycle 1 outputs vehicle information to the vehicle information storage device 8 via the passenger terminal device 7, but in this modification, the communication device 60 uses the Internet via a public communication line. It is possible to connect wirelessly to. With this configuration, the communication device 60 transmits vehicle information to the vehicle information storage device 8 (transmission step).

The receiving unit 83 of the vehicle information storage device 8 receives the vehicle information transmitted by the motorcycle 1 (reception process). The storage unit 82 of the vehicle information storage device 8 stores the vehicle information received by the reception unit 83 (storage step). That is, in this modification, the receiving process and the storage process are performed by the same processing device.

According to the configuration of this modification, since the passenger terminal device 7 is unnecessary, the work of connecting the motorcycle 1 and the passenger terminal device 7 is also unnecessary. As a result, the labor of the user is reduced, and the convenience can be improved.

As described above, the motorcycle 1 (saddle-mounted vehicle) includes a calculation processor (acquisition unit) 50 and a communication device (transmission unit) 60. The arithmetic processing machine 50 acquires external force information indicating an external force applied to the motorcycle 1 from the outside while traveling. The communication device 60 wirelessly transmits the external force information acquired by the arithmetic processing machine 50 to the receiving unit 71 of the passenger terminal device 7 provided outside the vehicle.

As a result, it is possible to obtain an external force applied to the motorcycle 1 during traveling based on the information transmitted to the receiving unit 71. Further, by aggregating and analyzing the external force information during traveling, it is possible to estimate and utilize the usage condition of the motorcycle 1 and the correlation between the usage condition and the vehicle behavior. Further, since the communication device 60 wirelessly transmits the external force information, the transmission during traveling is easier than in the case of the wired transmission, and the frequency of transmitting the external force information can be increased. Therefore, since a large amount of external force information can be aggregated, it is possible to accurately estimate the usage condition of the motorcycle 1.

Further, in the motorcycle 1 of the above embodiment, the external force information includes the passenger-granted external force information indicating the external force given to the vehicle body 11 of the motorcycle 1 by the passenger during traveling.

As a result, based on the information transmitted to the receiving unit 71, it is possible to obtain an external force (passenger-granted external force) given to the motorcycle 1 by the passenger during traveling. In addition, by aggregating and analyzing the information on the external force applied to the passenger while traveling, it is possible to estimate and utilize the usage condition as a method of applying the external force by the passenger.

Further, in the motorcycle 1 of the above-described embodiment, the passenger-granted external force information includes information on the force applied to the steering shaft by the driver during traveling.

In a saddle-mounted vehicle such as a motorcycle 1, the vehicle body is tilted and turned, so the force given by the driver to rotate the steering shaft has a great influence on the behavior of the vehicle body, particularly the behavior of the vehicle body when turning. Therefore, by obtaining such force information, it is possible to estimate in detail how the motorcycle 1 is used when turning.

Further, in the motorcycle 1 of the above embodiment, the passenger-granted external force information includes information on the force applied to the vehicle body by the passenger's own weight.

Since saddle-type vehicles such as motorcycles 1 are lighter and smaller (the wheelbases of the front and rear wheels are shorter) than four-wheeled vehicles, moving objects including passengers and saddle-type vehicles are used according to the posture of the passenger. Since the position of the center of gravity of the vehicle changes significantly, the attitude of the occupant greatly affects the behavior of the vehicle. Further, not only the posture of the occupant but also the position or direction in which the weight is applied greatly affects the vehicle behavior. Therefore, the usage condition of the motorcycle 1 can be estimated in detail by obtaining information on the force applied to the vehicle body 11 by the passenger's own weight.

Further, in the motorcycle 1 of the above embodiment, the external force information includes the road surface applied external force information indicating the external force applied from the road surface to the front wheels 13 and the rear wheels 14 (road surface ground contact portion) of the saddle-mounted vehicle during traveling.

Since a saddle-mounted vehicle such as a motorcycle 1 is lighter and smaller than a four-wheeled vehicle, the external force applied from the road surface has a great influence on the vehicle behavior. Therefore, the usage condition of the motorcycle 1 can be estimated in detail by obtaining the information of the external force given from the road surface.

Further, in the motorcycle 1 of the above embodiment, the communication device 60 transmits the command information commanded by using the operator provided in the motorcycle 1 in synchronization with the external force information.

As a result, by obtaining the command information synchronized with the external force information, it is possible to grasp the relationship between the command during traveling and the usage condition of the motorcycle 1 as a way of applying the external force.

Further, in the motorcycle 1 of the above embodiment, the communication device 60 transmits vehicle behavior information indicating the behavior of the motorcycle 1 in synchronization with the external force information.

As a result, by obtaining the vehicle behavior information synchronized with the external force information, it is possible to grasp the relationship between the behavior of the motorcycle 1 and the usage condition of the motorcycle 1 as a way of applying the external force.

Further, in the motorcycle 1 of the above embodiment, the communication device 60 transmits environmental information indicating the traveling environment of the motorcycle 1 in synchronization with the external force information.

As a result, by obtaining the environmental information synchronized with the external force information, it is possible to grasp the relationship between the driving environment and the usage condition of the motorcycle 1 as a way of applying the external force.

Further, in the motorcycle 1 of the above embodiment, the communication device 60 transmits identification information for identifying at least one of the motorcycle 1 and the driver in synchronization with the external force information.

As a result, by obtaining the identification information synchronized with the external force information, it is possible to grasp the usage condition of the motorcycle 1 as a way of applying the external force for each vehicle type or driver.

Further, in the motorcycle 1 of the above embodiment, the passenger applied external force information is information on at least one of the force around the steering shaft given to the steering shaft and the force around the front-rear shaft given to the vehicle body 11 by the posture movement of the driver. Includes. Generally, in a saddle-type vehicle such as a motorcycle 1 that turns at an angle, the force around the steering axis given by the driver has a great influence on the vehicle behavior, particularly the turning behavior. Therefore, by obtaining the information on the force given by the driver, it is possible to grasp the driver's usage condition and the vehicle behavior when turning.

Although preferred embodiments and modifications of the present invention have been described above, the above configuration can be changed as follows, for example.

The vehicle information described in the above embodiment is an example, and if the external force information is included, some vehicle information may be omitted, or other vehicle information may be further included. For example, the information on the force with which the driver pinches the fuel tank with his / her feet may be included as the information on the external force given to the passenger. Further, the operation status of the electronically controlled suspension may be included as the vehicle body operation information. Specifically, the electronically controlled suspension changes the hardness of the suspension (displacement amount with respect to the received force) based on other vehicle information. The hardness of this suspension can be treated as vehicle body operation information.

Further, a plurality of types of vehicle information may be combined (synchronized) and stored. For example, it is preferable that the external force information and the identification information are stored in combination, or the external force information and the vehicle body operation information (particularly the bank angle, vehicle speed, acceleration / deceleration) are stored in combination. Further, it is more preferable that the external force information, the vehicle body operation information (particularly the bank angle, the vehicle speed, the acceleration / deceleration), and the external force information are stored in combination. Further, it is preferable that the external force information, the identification information, and the operation command information (particularly, the accelerator opening degree and the brake operation amount) are stored in combination. Further, it is more preferable that the external force information, the identification information, the operation command information (accelerator opening degree, brake operation amount), the engine rotation speed, the shift stage, and the clutch operation amount are stored in combination. Further, in addition to the above combination, it is more preferable that the position information is stored in synchronization. It should be noted that the present invention also includes a case where information having a small effect on the usage condition, for example, operation assistance command information, remaining fuel amount, and abnormal occurrence status is not stored.

In the above embodiment, the passenger terminal device 7 is assumed to be carried by the passenger, but may be accommodated in the terminal accommodating portion provided in the motorcycle 1. Further, the passenger terminal device 7 may be a device such as a router device that does not have a function of notifying the driver of information, or a device that does not have an input function of inputting information by the driver.

In the above embodiment, the communication device 60 is provided inside the motorcycle 1, but may be provided outside the motorcycle 1. Further, although the communication device 60 and the passenger terminal device 7 are configured to perform wireless communication, they may be configured to perform wired communication.

RFID (Radio Frequency Identification), wireless LAN (Wi-Fi, etc.) can be used for wireless communication between the motorcycle 1 and the passenger terminal device 7. Further, the motorcycle 1 and the passenger terminal device 7 may be connected by wire. In this case, for example, the accommodating portion provided in the motorcycle 1 is provided with a connector for connecting the arithmetic processing machine 50 and the passenger terminal device 7 with a predetermined cable. In this case, vehicle information is transmitted from the motorcycle 1 to the passenger terminal device 7 via the connector. Further, electric power may be supplied to the passenger terminal device 7 via this connector. In this case, it is possible to suppress a decrease in the charge amount of the battery of the passenger terminal device 7.

The arithmetic processing machine 50 may be provided separately from the engine control device. In particular, by configuring the arithmetic processing machine 50 so that it can be added to the existing motorcycle 1, it is possible to easily add a vehicle information transmission function.

The motorcycle 1 may include at least one of a steering torque sensor 31 to a tire force sensor 37 as an external force information sensor. For example, since the external force applied by the passenger has a smaller effect than the external force applied by the driver, the rear seat load sensor 35 and the rear step load sensor 36 may be omitted. Further, the handle load sensor 32 to the front step load sensor 34, which are sensors for estimating the load, may be provided with only one of them. Further, the weight shift of the driver may be estimated by using the inertial sensor provided in the passenger terminal device 7. In addition, a sensor that detects the position of the helmet may be used to estimate the weight shift of the driver based on the position of the helmet (that is, the position of the driver's head). Further, the detected vehicle behavior may be used to calculate and obtain the external force that caused the vehicle behavior. In this case, the arithmetic processing machine 50 acquires the external force information by calculating based on the detection value of the sensor that detects the vehicle behavior and the predetermined calculation formula. The external force may be calculated by a device other than the arithmetic processing machine 50. For example, the vehicle information storage device 8 may calculate and store an external force. In this case, information for calculating the external force or the external force (collectively referred to as external force-related information) may be transmitted to the vehicle information storage device 8. Such a configuration is also included in the present invention. Further, if the configuration is such that the external force applied to the motorcycle while traveling can be accumulated and stored, the passenger terminal device 7 and the vehicle information storage device 8 are connected by wire using the small vehicle information storage device 8 (a configuration in which the passenger terminal device 7 and the vehicle information storage device 8 are connected by wire. Alternatively, the motorcycle 1 and the vehicle information storage device 8 may be connected by wire).

In the above embodiment, the external force information given by the passenger and the external force information given to the road surface are mentioned as the external force information, but other external force information may be transmitted or the like. Other external force information includes, for example, external force information due to wind such as wind pressure (running resistance force) received by the motorcycle 1 during traveling.

In the above embodiment, the vehicle information sensor 30 is provided on the motorcycle 1, but at least one sensor may be provided at another location. For example, the vehicle information sensor 30 can be provided on the passenger terminal device 7 or the passenger's equipment (helmet). In particular, the GPS receiver or acceleration sensor described above may be provided in the passenger terminal device 7 or the equipment of the passenger.

The external force information described as being detected by the sensor in the above embodiment may be calculated by calculation based on the detection value of the sensor and a predetermined calculation formula. In other words, the sensor may detect the information (external force related information) necessary for calculating the external force information, and the arithmetic processing machine 50 may calculate the external force information by calculation based on the detected information. .. The arithmetic unit that calculates the external force information by arithmetic may be provided in any of the motorcycle 1, the passenger terminal device 7, and the vehicle information storage device 8.

In the above embodiment, the vehicle information storage device 8 is configured by one processing device (specifically, a server), but the vehicle information storage device 8 may be configured by a plurality of processing devices. In this case, the plurality of processing devices may be physically separated from each other by being connected to each other by a LAN (Local Area Network) or a WAN (Wide Area Network).

In the above embodiment, the multi-purpose type motorcycle 1 has been described, but the present invention can also be applied to other types (for example, naked type, full cowl type) motorcycles.

The present invention is not limited to motorcycles, but can be applied to saddle-mounted vehicles (vehicles on which a driver straddles), which is a vehicle that inclines when turning. Examples of the saddle-type vehicle include an all-terrain vehicle (ATV, All Terrain Vehicle), a snowmobile, and a personal watercraft (PWC, Personal Watercraft) for traveling mainly off-road. Therefore, the road surface contact portion is not limited to wheels such as the front wheels 13 and the rear wheels 14, and may be, for example, a crawler. Therefore, the road surface applied external force information may be the force received by the crawler from the road surface.

1 Motorcycle (saddle-type vehicle)
7 Passenger terminal device 8 Vehicle information storage device 22 Engine (drive source)
30 Vehicle information sensor 50 Arithmetic processor (acquisition unit)
60 Communication device (transmitter)
100 Vehicle information storage system

Claims (11)

An acquisition unit that acquires external force information indicating the external force applied to the saddle-mounted vehicle from the outside while driving, and an acquisition unit.
A transmission unit for sending the external force information acquired by the acquiring unit,
It is configured independently of the saddle-mounted vehicle, and has a receiving unit that receives the external force information transmitted by the transmitting unit and a receiving unit that receives the external force information.
A storage unit that stores the external force information received by the receiving unit, and a storage unit that stores the external force information.
With
The storage unit stores the external force information acquired by a plurality of saddle-mounted vehicles, and stores the external force information.
The external force information includes road surface applied external force information indicating an external force applied from the road surface to the road surface grounding portion of the saddle-type vehicle during traveling, and the external force information including the road surface applied external force information is stored in the storage unit. A vehicle external force information storage system characterized by this. The vehicle external force information storage system according to claim 1.
The external force information is a vehicle external force information storage system including passenger-granted external force information indicating an external force applied to the vehicle body of a saddle-type vehicle by a passenger during traveling. The vehicle external force information storage system according to claim 2.
The vehicle external force information storage system is characterized in that the passenger-granted external force information is information on the force applied to the steering shaft by the driver during traveling. The vehicle external force information storage system according to claim 2 or 3.
The vehicle external force information storage system is characterized in that the passenger-granted external force information is information on the force applied to the vehicle body by the passenger's own weight. The vehicle external force information storage system according to claim 4.
The passenger-granted external force information is a vehicle external force information storage system characterized in that it is information on a time change of a force applied to a vehicle body by the passenger's own weight . The vehicle external force information storage system according to any one of claims 1 to 5.
The road surface applied external force information is a vehicle external force information storage system including information on a frictional force generated between a front wheel or a rear wheel and a road surface during traveling. The vehicle external force information storage system according to any one of claims 1 to 5.
The transmission unit transmits command information commanded by using an operator provided in the saddle-type vehicle in synchronization with the external force information.
The command information is seen containing a operation instruction information which is information related to the command of the travel of the saddle riding type vehicle, and a driving assistance command information is information relating to a command other than travel,
The driving assistance command information is a vehicle external force information storage system including information on a traveling environment of a saddle-mounted vehicle while traveling. The vehicle external force information storage system according to any one of claims 1 to 7 .
The transmission unit is a vehicle external force information storage system characterized in that it transmits vehicle behavior information indicating the behavior of a saddle-type vehicle in synchronization with the external force information. The vehicle external force information storage system according to any one of claims 1 to 8 .
The transmission unit is a vehicle external force information storage system characterized in that it transmits environmental information indicating the traveling environment of a saddle-type vehicle in synchronization with the external force information. The vehicle external force information storage system according to any one of claims 1 to 9 .
The transmission unit is a vehicle external force information storage system characterized in that it transmits identification information for identifying at least one of a saddle-type vehicle and a driver in synchronization with the external force information. A transmission process that transmits external force information indicating the external force applied to the saddle-type vehicle from the outside while driving, and a transmission process.
A receiving step in which the external force information transmitted in the transmitting step is received by a receiving unit configured independently of the saddle-type vehicle, and a receiving step.
A storage step of storing the external force information received in the receiving step in the storage unit, and a storage step of storing the external force information in the storage unit.
Only including,
The storage unit stores the external force information acquired by a plurality of saddle-mounted vehicles, and stores the external force information.
The external force information includes road surface applied external force information indicating an external force applied from the road surface to the road surface grounding portion of the saddle-type vehicle during traveling, and the external force information including the road surface applied external force information is stored in the storage step. external force related information storage method characterized by that.

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