JP7245019B2 - Running data display method, program and system - Google Patents

Description

The present invention relates to a method, program, and system for displaying travel data of a vehicle.

There is a technique that collects the speed, brake amount, and bank angle of a motorcycle while it is running, and graphically displays the temporal change of the running data after the motorcycle is running (see, for example, Patent Document 1).

Japanese Patent Application Laid-Open No. 2003-337028

In order to display the driving state indicated by the driving data collected during driving after driving, it is desirable to display it in a way that is easy for the driver to understand.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a driver with an easy-to-understand information about the running state of a vehicle after running.

A driving data display method according to an aspect of the present invention displays a vehicle image showing a vehicle, and measures force acting on the vehicle during driving, which is obtained based on driving data detected by a detection device provided in the vehicle. is displayed together with the vehicle image.

According to the above method, by visualizing the forces actually acting on the vehicle during travel as force images and displaying them together with the vehicle images, the driver can easily recognize the travel conditions.

The force image may have a display visualizing the magnitude of the force.

According to the method, the driver can accurately recognize the information of the force acting on the vehicle.

The force image may include information about forces acting on the wheels of the vehicle from the road surface.

According to the above method, it is possible to make it easier to recognize the degree of margin until the wheels during running are idle.

The force images may include a front tire force image representing a front tire force acting on a front tire of the vehicle and a rear tire force image representing a rear tire force acting on a rear tire of the vehicle. .

According to the above method, the force information of the front wheels and the force information of the rear wheels are displayed separately, so that each force can be easily grasped.

The display of the force image may be changed according to changes in the running state.

According to the above method, the change in force over time can be visually grasped, and a transitional situation change can be easily recognized.

The vehicle may be a lean vehicle that turns with the vehicle body tilted in the vehicle width direction, and the vehicle image may be displayed reflecting the lean posture of the vehicle body when the vehicle turns.

According to the method, it is possible to easily recognize the change in the force according to the lean attitude of the vehicle.

A reference force image, which is generated separately from the detection result of the detection device and indicates a reference value of force for comparison with the force acting on the vehicle, may be further displayed together with the force image.

According to the above method, the driver compares the force image corresponding to the driving data of the driver with the reference force image corresponding to the model data to see the difference between the driver's own driving skill and the model driving skill. can be easily recognized.

The force image may be generated based on a correction value obtained by correcting the actual value of the force acting on the vehicle.

According to the above method, by enhancing or omitting the information indicated by the force image through correction, the driver can easily recognize the tendency of the force acting on the vehicle while the vehicle is running.

A travel data display program according to an aspect of the present invention causes a display device to display a vehicle image showing a vehicle, and causes the display device to display a force image showing a force acting on the vehicle together with the vehicle image.

According to the above configuration, a force image that actually acts on the vehicle during driving is visualized as a force image and displayed together with the vehicle image, thereby facilitating recognition of the driving state by the driver.

A traveling data display system according to one aspect of the present invention includes a detection device that detects a force-related value related to a force acting on a vehicle; an arithmetic device that calculates the force based on the detection result of the detection device; A lean posture detection device that detects a lean posture of a vehicle, a storage device that stores the force and the lean posture for each predetermined interval during running, and a vehicle image that reads stored information from the storage device and shows the vehicle. is displayed on a display device, and a force image indicating the force acting on the vehicle is displayed on the display device together with the vehicle image.

According to the above configuration, a force image that actually acts on the vehicle during driving is visualized as a force image and displayed together with the vehicle image, thereby facilitating recognition of the driving state by the driver.

According to the present invention, it is possible to inform the driver of the running state of the vehicle in an easy-to-understand manner after running.

1 is an overall view of a travel data display system according to a first embodiment; FIG. 2 is a block diagram of the travel data display system shown in FIG. 1; FIG. FIG. 4 is a plan view showing a friction circle of a rear wheel; 3 is a drawing showing a first example of a display screen of the portable information terminal shown in FIG. 2; FIG. 3 is a drawing showing a second example of a display screen of the portable information terminal shown in FIG. 2; FIG. 3 is a diagram showing a third example of a display screen of the portable information terminal shown in FIG. 2; FIG. 3 is a drawing showing a fourth example of a display screen of the portable information terminal shown in FIG. 2; FIG.

Embodiments will be described below with reference to the drawings.

FIG. 1 is an overall view of a travel data display system 1 according to an embodiment. As shown in FIG. 1, the traveling data display system 1 obtains the force acting on the traveling motorcycle 2 based on the traveling data obtained while the motorcycle 2 is traveling. 11 (for example, smart phone) as an image so that the driver can evaluate his or her own driving skill. It should be noted that the traveling data display system 1 is applied to a lean vehicle that turns by tilting (leaning) the vehicle body in the left-right direction. A lean vehicle turns while maintaining a vehicle body tilt state (lean posture state) by running at an inclination angle that balances the centrifugal force of the entire moving body including the driver and the vehicle. The motorcycle 2 is a suitable example of such a lean vehicle.

The motorcycle 2 includes a front wheel 3 as a driven wheel and a rear wheel 4 as a driving wheel. The motorcycle 2 turns in a state in which the vehicle body 5 is tilted in the left-right direction (lean state) about the front-rear axis AX passing through the ground contact point of the front wheel and the ground contact point of the rear wheel. The lean angle θ of the vehicle body 5 about the longitudinal axis AX with respect to the upright state of the vehicle body 5 is called the lean angle θ (the lean angle θ in the upright state is zero).

The motorcycle 2 includes a prime mover that generates driving force for running. In this embodiment, the engine E (internal combustion engine) is used as the prime mover, but an electric motor may be used instead of the engine, or both the engine and the electric motor may be used. The driving force of the engine E is applied to the rear wheels 4 via the power transmission mechanism.

The motorcycle 2 is equipped with a hydraulic braking device that brakes the front wheels 3 and the rear wheels 4 . The braking device comprises a front brake unit 6 for braking the front wheels 3 , a rear brake unit 7 for braking the rear wheels 4 and a brake control unit 8 for controlling the front brake unit 6 and the rear brake unit 7 . The front brake unit 6 and the rear brake unit 7 operate independently of each other, and apply braking forces proportional to the brake pressure to the front wheels 3 and the rear wheels 4, respectively.

The motorcycle 2 includes a vehicle control unit 9 (ECU). The vehicle control device 9 may control the driving force of a drive source (for example, the engine E), may control the braking operation of the wheels (ABS control), or may control the behavior of the vehicle body (suspension and steering). It may be something to do. The vehicle control device 9 receives detection information from various sensors in order to control the vehicle. For example, detected information such as throttle opening, vehicle speed, engine speed, and brake pressure is input to the vehicle control device 9 .

The forces acting on the tires of the front wheels 3 or the rear wheels 4 from the road surface include a "longitudinal tire force Fx" acting on the tires in the longitudinal direction (front-rear direction) and a "longitudinal tire force _Fx " acting on the tires in the lateral direction (left-right direction). "Lateral tire force F _y " and "vertical force F _V " acting vertically upward on the tire are included. That is, the longitudinal tire force F _x of the driving wheels (rear wheels 4) is a force directed forward during acceleration and directed rearward during deceleration, and the longitudinal tire force F _x of the driven wheels (front wheels 3) is a force directed backward during deceleration. It is a backward force.

Main factors that generate the longitudinal force F _x on the rear wheels 4 include the driving force transmitted from the engine E to the rear wheels 4 and the braking force applied to the rear wheels 4 from the rear brake unit 7. A major factor that causes the longitudinal force F _x to be applied to the front wheel 3 is the braking force applied to the front wheel 3 from the front brake unit 6 . A lateral tire force _Fy is generated during cornering. The main factors that generate the lateral tire force _Fy on the front wheels 3 and the rear wheels 4 include the centrifugal reaction force based on the running speed and turning radius.

The motorcycle 2 is equipped with various sensors, which will be described later, for detecting the running state, and is equipped with a running data management device 10 that receives detection signals from the sensors. A driver of the motorcycle 2 has a mobile information terminal 11 (for example, a smart phone) or attaches the mobile information terminal 11 to a predetermined position on the motorcycle 2 . The portable information terminal 11 communicates with the travel data management device 10 and communicates with an external server 12 and database 13 via a communication network N (for example, the Internet).

FIG. 2 is a block diagram of the travel data display system 1 shown in FIG. As shown in FIG. 2, the input side of the travel data management device 10 includes a GPS receiver 21, an IMU 22, an engine speed sensor 23, a vehicle speed sensor 24, a driving wheel speed sensor 25, a brake pressure sensor 26, and a lean angle sensor 27. (a lean attitude detection device) and an input operation device 28 are connected. The GPS receiver 21 receives vehicle position information from GPS satellites. Note that the position detection function of the portable information terminal 11 may be used instead of the GPS receiver 21 . Further, instead of the GPS receiver 21, the current position coordinates may be acquired by cumulatively calculating the movement distance and direction from a speed sensor and a direction sensor. Also, other existing detection devices may be used as long as the travel position can be acquired.

The IMU 22 is an inertial measurement device that detects three-dimensional angular velocity and acceleration using a three-axis gyro and a three-directional accelerometer, and detects acceleration in three mutually orthogonal directions and angular velocity around the three axes. be able to. Note that a general acceleration sensor may be used instead of the IMU. For example, if the mobile information terminal 11 is equipped with an acceleration sensor, the acceleration sensor of the mobile information terminal 11 may be used instead of the IMU 22 .

The engine rotation speed sensor 23 detects the rotation speed of the engine E crankshaft. The vehicle speed sensor 24 detects the traveling speed of the motorcycle 2 by detecting the number of revolutions of the front wheels 3, which are driven wheels, for example. A drive wheel speed sensor 25 detects the number of revolutions of the rear wheels 4 which are the drive wheels. The brake pressure sensor 26 detects brake pressure (for example, brake oil pressure) generated in the front brake unit 6 and the rear brake unit 7, respectively. The lean angle sensor 27 detects an angle (lean angle) at which the vehicle body 5 is tilted in the left-right direction from the upright state. The input operation device 28 is a touch panel, buttons, or the like with which the driver performs an input operation.

The travel data management device 10 has a processor, a volatile memory, a nonvolatile memory, an I/O interface, etc. in terms of hardware. In terms of functions, the traveling data management device 10 includes an input unit 31, a traveling position history acquisition unit 32, a tire force calculation unit 33 (calculation device), a centrifugal force calculation unit 34 (calculation device), a control unit 36 (control device), A storage unit 37 (storage device) and an output unit 38 are provided. The storage unit 37 is implemented by a volatile memory and a nonvolatile memory. The input section 31 and the output section 38 are realized by an I/O interface. The travel position history acquisition unit 32, the tire force calculation unit 33, and the centrifugal force calculation unit 34 are realized by the processor performing arithmetic processing using the volatile memory based on the travel information processing program stored in the nonvolatile memory. . The control unit 36 is implemented by the processor performing arithmetic processing using the volatile memory based on the travel data processing program stored in the nonvolatile memory.

The position history acquisition unit 32 obtains the history of the running position of the motorcycle 2 from the position information of the motorcycle 2 detected by the GPS receiver 21 . Note that the travel position history may be the travel locus of the motorcycle 2 or may be position coordinates along which the motorcycle 2 has traveled. The tire force calculator 33 obtains the lateral tire force _Fy applied to each of the front wheels 3 and the rear wheels 4, as will be described later. The centrifugal force calculation unit 34 obtains the centrifugal force applied to the vehicle body 5 during turning, as will be described later. The control unit 36 writes the travel data obtained by the position history acquisition unit 32, the tire force calculation unit 33, and the centrifugal force calculation unit 34 to the storage unit 37, reads the travel data from the storage unit 37, and outputs the data to the output unit. It is displayed on the mobile information terminal 11 or the display 39 via 38 . Note that the control unit 36 can also store the travel data in the external memory 40 via the output unit 38 .

The output unit 38 transmits data to the mobile information terminal 11 owned by the driver of the motorcycle 2 by short-range wireless communication (for example, Bluetooth (registered trademark)). The mobile information terminal 11 has an application program for displaying travel data, and can transmit and receive data to and from a remote server 12 and database 13 via the network N according to the program. The server 12 communicates with personal digital assistants of other users' motorcycles in the same manner as the motorcycle 2, and the database 13 stores travel data of many users.

The mobile information terminal 11 has a computing unit (CPU), an input interface (antenna, buttons, etc.), a storage unit (ROM/RAM), and an output interface (display screen 50) in terms of hardware. The mobile information terminal 11 may be a smart phone, for example. The mobile information terminal 11 simultaneously displays a force image and a vehicle image, which will be described later, on its display screen 50 based on the information received from the travel data management device 10 mounted on the motorcycle 2 .

FIG. 3 is a plan view showing the friction circle of the rear wheel 4. FIG. As shown in FIG. 3, the friction circle C _f of the rear wheel 4 is a circle indicating the grip limit of the tire of the rear wheel 4 on the road surface. That is, the friction circle C _f is centered on the rear wheel contact point on the horizontal plane perpendicular to the vertical direction, and is the maximum friction force (the friction coefficient μ between the road surface and the rear wheel and the vertical force F _v of the rear tire) It is a circle whose radius is the size of the product μ·F _v ). The tire force generated between the rear wheel 4 and the road surface has a longitudinal tire force _Fx , which is a component in the traveling direction of the rear wheel 4, and a lateral tire force _Fy , which is a lateral component orthogonal to the traveling direction.

The starting point of _{the resultant} force _Ft of the longitudinal tire force _Fx and the lateral tire force _Fy is at _the center of the friction circle _Cf. Since the frictional force can be balanced, the rear wheel 4 is prevented from slipping. When the resultant force _Ft exceeds the friction circle _Cf , the rear wheel 4 slips against the maximum frictional force because the resultant force _Ft is greater than the maximum frictional force. That is, when the end point of the resultant force _Ft is inside the friction circle _Cf , the value correlated with the distance L between the end point of the resultant force _Ft and the friction circle _Cf is the value at which the rear wheel 4 slips on the road surface. It is set as the margin FS up to. The margin FS may be set to a value representing the distance L between the end point of the resultant force _Ft and the friction circle _Cf in stages, for example, based on test results. For example, five levels may be preset for each distance L. Further, when the radius of the friction circle C _f is _Fmax , the margin FS may be L/ _Fmax .

In this embodiment, _the tire force calculation unit 33 calculates the lateral tire force Fy and the longitudinal tire force _Fx of the rear wheel 4 as forces acting on the motorcycle 2 . The lateral tire force F _y is generated mainly as a reaction force against centrifugal force based on the running speed and turning radius during cornering, and is a value related to the time change of the vehicle body bank angle β (= 90 ° - θ) (for example, (bank angular velocity and bank angular acceleration). Therefore, the lateral tire force _Fy can be obtained as a function using the lateral acceleration detected by the IMU 22 and the bank angle as inputs. For example, lateral tire force _Fy can be calculated by a function that increases as lateral acceleration and bank angle each increase. The direction of lateral tire force _Fy is the same as the direction of lateral acceleration.

The longitudinal tire force F _x is generated as a reaction force of the driving force and braking force applied to the wheels. Therefore, the longitudinal tire force F _x can be obtained as a function of the input engine speed and brake pressure. For example, the longitudinal tire force _Fx increases as the engine speed increases and decreases as the brake pressure increases if the rearward force is positive and the forward force is negative. It can be calculated by a function.

It should be noted that the method of obtaining the longitudinal tire force _Fx and _the lateral tire force Fy described above is just an example. The tire force calculation unit 33 may calculate the tire force using another known formula obtained from the equation of motion based on the balance of forces such as centrifugal force (WO2018/073912). Further, the tire force calculation unit 33 may acquire the force specifically acting on the tire based on the information detected by the sensor. For example, the tire force may be obtained based on a strain gauge that is attached to the wheel and detects the force acting on the tire, as disclosed in Japanese Patent Application Laid-Open No. 2017-161395.

The centrifugal force calculator 34 obtains the centrifugal force F _c acting on the motorcycle 2 from the detection signals of the IMU 22 and the lean angle sensor 27 . Specifically, when the vehicle body 5 is in the lean state, the detection direction of the IMU 22 is also inclined with respect to the horizontal plane integrally with the vehicle body 5, so the centrifugal force _Fc is calculated by Equation 4 of _Fc =m·α. m is the mass of the vehicle body 5; Thus, lateral acceleration is a force-related value related to centrifugal force F _c and IMU 22 is a force-related value sensing device. The centrifugal force may be calculated from the curvature of the travel locus (curve locus) and vehicle speed data. Alternatively, the centrifugal force may be calculated based on the acceleration rate in the yaw direction and the acceleration rate in the roll direction detected by the IMU 22 .

The calculation method of the centrifugal force _Fc is an example, and the centrifugal force may be obtained by another calculation formula. For example, as disclosed in Japanese Unexamined Patent Application Publication No. 2017-65561, a force that balances the inclination angle (moving body lean angle) in the vehicle width direction of the entire moving body including the vehicle and the driver may be obtained as the centrifugal force.

The control unit 36 of the travel data management device 10 calculates the tire force F _t (F _y , F _x ) obtained by the tire force calculation unit 33 and/or the centrifugal force F _c obtained by the centrifugal force calculation unit 34 to the position The data is stored in the storage unit 37 at predetermined intervals (for example, at fixed distance intervals or at fixed time intervals) in association with the travel position history acquired by the history acquisition unit 32 . In addition, the control unit 36 also stores information about the lean posture of the vehicle body 5 in the storage unit 37 at intervals of the predetermined interval in association with the travel position history. For example, the control unit 36 causes the storage unit 37 to store information indicating that the vehicle body 5 has leaned to a predetermined lean angle or more or the lean angle itself in association with the travel position history. That is, the lateral tire force _Fy and/or the centrifugal force _Fc are related to the lean attitude information through the information of the driving position history. In addition, the control unit 36 also causes the storage unit 37 to store the margin FS described above in association with the information on the traveling position.

The control unit 36 causes the output unit 38 to output the information stored in the storage unit 37 , transmits the information to the server 12 via the mobile information terminal 11 and the network N, and stores the information in the database 13 . The data transmitted from the travel data management device 10 to the server 12 via the portable information terminal 11 is added with the identification information of the motorcycle 2 and the driver. Identification information of the motorcycle 2 is pre-stored in the traveling data management device 10 . The driver's identification information is registered in the mobile information terminal 11, for example.

The server 12 is provided with an identification information acquisition unit 14 that acquires identification information of each motorcycle or its driver, and the program installed in the server 12 performs various driving analyzes, and the output control unit 15 performs the identification. It is possible to display on the portable information terminal 11 various running information including tire force F _t (F _y , F _x ) and centrifugal force F _c , analysis results, etc. for each information in association with the running position. The information for displaying the information related to the travel data on the portable information terminal 11 after travel may be sent from the output unit 38 of the travel data management device 10 or may be sent from the output control unit 15 of the server 12 .

FIG. 4 is a drawing showing a first example of the display screen 50 of the mobile information terminal 11 shown in FIG. The mobile information terminal 11 functions as a display device for displaying travel data. The portable information terminal 11 has a running data display program as an application program for displaying running data. The travel data display program processes the information received from the travel data management device 10 or the server 12 according to the user's (driver's) input, and causes the display screen 50 of the portable information terminal 11 to perform desired display. When the user operates the portable information terminal 11 to request display of the tire force of the past travel data, the display screen 50 is displayed as shown in FIG.

The display screen 50 of this embodiment is divided into a plurality of segments 50a and 50b. However, the display screen 50 may be a single screen without being divided into a plurality of segments. In a moving image area 50a, which is one segment of the display screen 50, a vehicle image 51 representing the motorcycle 2 and force images 52A and 52B representing tire forces based on the received travel data are superimposed and displayed together. there is

The vehicle image 51 includes an image of the target vehicle, for example, the motorcycle 2 . In this embodiment, the vehicle image 51 is displayed as an image of the vehicle viewed from the front and one side in the left and right direction. That is, it is displayed as a perspective view showing the front surface and one side surface of the vehicle. The vehicle image 51 is displayed reflecting the lean posture of the vehicle body 5 when the motorcycle 2 turns. That is, on the vehicle image 51, the vehicle body 5 is displayed in an upright state when the motorcycle 2 is traveling straight, and the vehicle body 5 is displayed in a lean posture when the motorcycle 2 is traveling around.

For example, a plurality of types of vehicle body images each representing a vehicle in a right lean state prepared according to the lean angle θ, and a plurality of types of vehicle images each representing a vehicle in a left lean state prepared according to the lean angle θ. are stored in the mobile information terminal 11 . The mobile information terminal 11 selects and displays an appropriate vehicle body image 51a based on the information on the lean angle θ received from the travel data management device 10 .

Further, in this embodiment, the vehicle image 51 includes a background image of the motorcycle 2 . A road surface image 51b and an off-road surface image 51c are displayed as background images. As the road surface image 51b, the mobile information terminal 11 stores information on straight/curved roads and road surface images prepared in plurality according to the radius of curvature of the traveling road. The portable information terminal 11 selects and displays an appropriate road surface image 51b based on the received positional information and travel locus information. A predetermined initial screen is stored in the mobile information terminal 11 as the off-road image 51c. For example, as the road surface image 51c, different images may be stored for each travel time zone (daytime, nighttime, early morning, evening, etc.), weather information (rainy weather, cloudy weather, fine weather, etc.), travel road information (high speed The images may be stored according to roads, urban areas, circuits, driveways, etc.). Such information can be obtained based on the information of the server 12 obtained via GPS or communication network N. FIG.

The portable information terminal 11 synthesizes the off-road image 51c, the road surface image 51b, and the vehicle body image 51a in this order (that is, in the order in which the vehicle image is the outermost surface), and displays the synthesized image as the vehicle image 51 in the moving image area 50a. do. Specifically, the vehicle image 51 is generated so that the motorcycle image can be seen in the foreground. As a result, it is possible to generate an image simulating an image of the vehicle photographed from an oblique position in one of the left and right directions in front of the vehicle.

The force image 52A is a front wheel tire force image showing the rear wheel tire force acting on the tire of the rear wheel 4 of the motorcycle 2 . The force image 52B is a front wheel tire force image showing the front wheel tire force acting on the tire of the front wheel 3 of the motorcycle 2 . Note that the force displayed by the force image 52 is not limited to the tire force as long as it is the force acting on the motorcycle 2 while it is traveling, which is obtained based on the traveling data of the motorcycle 2. For example, the centrifugal force acting on the motorcycle 2 It may be _Fc .

The force images 52A and 52B visualize and represent the forces acting on the vehicle. The force images 52A and 52B are preferably non-character information different from numerical values and characters. Specifically, force images 52A and 52B are represented by visual changes in information recognized as images such as color, shape, size, and orientation. As a result, it is possible to intuitively recognize the running state more easily than when the force is represented by numerical values or characters.

Specifically, each tire force image 52A, 52B is drawn as an ellipse centered on the point of contact between the corresponding wheel and the road surface, and the magnitude of the tire force is expressed by the size (area) of the ellipse. are doing. In this embodiment, each of the tire force images 52A and 52B has an elliptical shape with the longitudinal tire force _Fx as the longitudinal axis of the motorcycle 2 and the lateral tire force _Fy as the lateral axis of the motorcycle 2. . Its elliptical shape, ie the length of its major and minor axes, is therefore represented as the direction of the tire force (the vector sum of the longitudinal and lateral tire forces). For example, the force images 52A and 52B become perfect circles when the lateral tire force _Fy and the longitudinal tire force _Fx are equal to each other, so that the direction of the tire force can be recognized. The rear wheel tire force image 52A and the front wheel tire force image 52B can be superimposed on each other and displayed. The rear wheel tire force image 52A and the front wheel tire force image 52B are displayed in a visually distinguishable manner (for example, in different colors).

The mobile information terminal 11 displays the display screen 50 so that the vehicle image 51 and the tire force images 52A and 52B change in accordance with changes in running conditions such as changes in running position and running time, i.e., so-called animation displays. Control. That is, each time the running state changes, the images stored according to the running state are sequentially selected and displayed. In other words, the tire force images 52A and 52B are displayed so as to dynamically change as the vehicle image 51 changes. That is, as the running position of the motorcycle 2 displayed by the vehicle image 51 changes (as the motorcycle 2 displayed by the vehicle image 51 advances), the tire force associated with the running position changes to each tire force image. 52A and 52B.

Another segment of the display screen 50, the graph area 50b, displays a detailed data image 53 relating to the travel data. For example, in the example of FIG. 4, the tire forces of the front wheels 3 and the rear wheels 4 are graphically displayed. In the example of FIG. 4, _the graph shows the _magnitude of the resultant force _Ft of the lateral tire force _Fy and the longitudinal tire force _Fx . may be displayed separately.

Also, the graph area 50b may be displayed so as to change color. Specifically, the graph in the graph area 50b may be blue when the force is small, and the colors may gradually change to green, yellow, orange, and red as the force increases. Preferably, the magnitude of the force is expressed by the color of the graph area 50b and the length of the graph. Also, the ellipse shown in the moving image area 50a may be colored in accordance with the color of the graph in the graph area 50b representing the magnitude of force. In this case, for example, as the tire force of the front wheels, when the graph representing the magnitude of the front wheel tire force in the graph area 50b is represented in yellow, the color representing the area of the front wheel tire force shown in the moving image area 50a is the same color, i.e., yellow. is represented by Similarly, as the tire force of the rear wheels, when the graph representing the magnitude of the rear wheel tire force in the graph area 50b is represented in red, the color representing the area of the rear wheel tire force shown in the moving image area 50a is the same color. That is, it is represented in red. In other words, the tire force of the moving image area 50a is blue when the force is small, and as the force increases, the area expands, and the color changes sequentially from green, yellow, orange, and red. .

According to the embodiment described above, forces actually acting on the vehicle during running are visualized as the force images 52A and 52B and displayed together with the vehicle image 51, thereby facilitating recognition of the running state by the driver. can do. Further, since the force images 52A and 52B are displays for visualizing the magnitude of the force, the driver can accurately recognize information on the force acting on the vehicle. In addition, since the force images 52A and 52B include information about forces acting on the wheels of the vehicle from the road surface, it is possible to easily recognize the degree of margin FS until the wheels spin during running. Further, by separately displaying the force information of the front wheels and the force information of the rear wheels, each force can be easily grasped. In addition, since the display state of the force images 52A and 52B changes according to changes in the running state, the change in force over time can be visually grasped, and transitional changes in the situation can be easily recognized. In addition, since the vehicle image 51 displays the vehicle in a lean posture during cornering, it is possible to easily recognize a change in force according to the lean posture of the vehicle.

By keeping the tire force within the friction limit, it is possible to drive while preventing slippage. By visually checking the tire force, the driver can see that even if the tire force is increased, there is still a margin before slipping. It is possible to determine whether or not there is a driver, which is extremely effective in reviewing driving. For example, on a circuit or the like, if there is room to increase the tire force, the acceleration and deceleration can be further increased for the next run, making it easier to shorten the running time.

By making it possible to recognize both the longitudinal tire force and the lateral tire force, it is possible to recognize which has a greater influence on the slip, making it easier to recognize the driving operation for suppressing the slip. For example, if the lateral tire force has more influence on the slip margin, the slip margin can be obtained by reducing the lateral tire force. Conversely, when attempting to use the tire force in a situation close to the friction limit, it is possible to easily recognize how much the longitudinal tire force and the lateral tire force can be increased.

In addition, since the travel data can be checked using the portable information terminal 11 after travel, the travel state can be easily recognized. In addition, by displaying an image of the force that is normally invisible, it is easy to be conscious of how the force is applied and feed it back to the next driving. In addition, it is easy to recognize intuitively by representing the force with an image display. Since information is stored and displayed by the portable information terminal 11, the driving data can be displayed even at a location away from the vehicle, making it easier to grasp the driving state and communicating with other drivers via the communication network N. can also be achieved. In addition, it is possible to store one's own travel data in an external storage device, or transfer the data from the mobile information terminal 11 to another person via the communication network N to receive advice from the other person.

In addition, since the force image and the vehicle image are displayed in animation, it is possible to understand the driving including the driving state before and after the time, and it is easy to recognize the timing at which force is applied and the timing at which force is applied. In addition, since the stored data is displayed, repeated confirmation is possible, and changes in tire force can be fully recognized easily. In addition, since the vehicle during cornering is displayed in a lean posture on the display screen 50, the tire force, especially the lateral tire force, is also displayed together, so that the driver can see the influence of the lean posture change on the tire force. Easy to grasp.

Further, in the present embodiment, the magnitudes of the longitudinal tire force and the lateral tire force are expressed as the major axis and the minor axis of the elliptical display, so the longitudinal tire force and the lateral tire force can be grasped respectively. In addition, as described above, the magnitude of the force is expressed by both size (shape) and color (color tone). can be done. In addition, as the tire force increases and the friction limit is approached, the color represented by the force image approaches the red side, which is easily recognized as a dangerous color in the light spectrum. This makes it easier for the driver to intuitively recognize that the slip limit is approaching. In addition, by displaying the vehicle image 51 when the vehicle is viewed obliquely, it is possible to shift the ground contact points of the front wheels and the rear wheels from the road surface compared to the front view or rear view image of the vehicle. This makes it easy to display the tire forces of the front wheels and the rear wheels on one screen.

The server 12 also stores information necessary for calculating tire force, such as the weight, longitudinal length, and center of gravity of the motorcycle, for each identification information of the motorcycle. According to the identification information stored in the server 12, the travel data management device 10 or the portable information terminal 11 acquires information necessary for calculation and estimates the tire force, so that the tire force can be obtained with higher accuracy. . Vehicle appearance information is stored in the server 12 for each motorcycle identification information. According to the identification information stored in the server 12, the traveling data management device 10 or the portable information terminal 11 acquires the vehicle appearance information, and displays an appearance image that matches the actual motorcycle as the vehicle body image 51a. can be done.

In addition to the identification information of the driver, the portable information terminal 11 may store information necessary for calculating the tire force, such as the weight and height of the driver. By using these pieces of information together with the identification information, the tire force can be estimated with even higher accuracy. In addition, when the driver's favorite vehicle coloring or the like is selected in advance, a vehicle image according to the driver's preference can be displayed, thereby further enhancing convenience. In addition to the identification information of the driver, the portable information terminal 11 may store information necessary for driving advice, such as driving history, years of experience, and driving style. By using these pieces of information together with the identification information, it is possible to display advice according to the driving style.

Tire force images 52A and 52B may be generated using correction values obtained by correcting the actual values of lateral tire force _Fy and longitudinal tire force _Fx . For example, by displaying the tire force images 52A and 52B with different increase/decrease ratios between the actual value of the lateral tire force _Fy and the actual value of the longitudinal tire force _Fx , the magnitude of the lateral tire force Fy _and The difference from the magnitude of the longitudinal tire force F _x is emphasized, making it easier to recognize the tendency of the tire force. At that time, the tire force displayed in the detailed display image 53 is preferably displayed based on the actual value before correction.

As a result, it is possible to emphasize the tire force in the direction that has a large influence on the running, and it is possible to easily recognize the tendency of the tire force. Also, the ratio of increase/decrease to the actual value may be different between the front wheels and the rear wheels. Further, in the display of the tire force, the increase/decrease ratio of the correction value to the actual value may be made different between the region in which the tire force is large and the other region. By displaying the tire force in the direction in which the tire force is large, the area in which the tire force is large is displayed larger than the other areas, making it easier to grasp changes in the large tire force area, which greatly affects driving operation. be able to. Also, the lean posture of the vehicle body in the vehicle image 51 may be emphasized and displayed with a corrected lean angle larger or smaller than the actual lean angle.

FIG. 5 is a drawing showing a second example of the display screen 50 of the portable information terminal 11 shown in FIG. As shown in FIG. 5, in one moving image area segment 50a of the display screen 50, a vehicle image 51 and tire force images 52A and 52B are displayed together, and a reference vehicle image 61 and reference tire force images are displayed. Images 62A and 62B (reference force images) are also displayed together. The reference vehicle image 61 is an image of the driver's motorcycle for reference. The reference tire force images 62A and 62B are images in which the reference tire force (reference value) of the driver is displayed in the same format as the tire force images 52A and 52B. In this embodiment, the reference vehicle image 61 is a vehicle body image that displays only the vehicle superimposed on the road surface image 51 b and the road surface image 51 c of the vehicle image 51 .

The reference driver's tire force may be, for example, model data of a senior driver's tire force, or may be data from a driver's own best run. The tire forces (reference values) indicated by the reference tire force images 62A and 62B are generated before the travel data forming the tire force images 52A and 52B are obtained. The reference vehicle image 61 may be set to a color tone or shape identifiably different from the vehicle image 51 . The reference tire force images 62A, 62B may be set to identifiably different colors or shapes relative to the tire force images 52A, 52B. As a result, the driver can compare the tire force images 52A and 52B corresponding to his/her own driving data with the reference tire force images 62A and 62B corresponding to the model data, thereby becoming a model of his own driving skill. The difference with driving skill can be easily recognized.

Further, in the graph area 50b of the display screen 50, as detailed data images 63 related to the travel data, a tire force graph corresponding to the tire force images 52A and 52B and a tire force graph corresponding to the reference tire force images 62A and 62B are displayed. are displayed in a comparable manner, the difference between one's own driving skill and the model driving skill can be easily recognized from the graph as well.

Note that a plurality of reference vehicle images may be displayed. For example, both an image based on one's own best data and an image based on data of an expert may be displayed as reference vehicle images. Further, in order to display the own traveling data as model data, it may be stored in an external storage device, or may be transferred to the server 12 via the communication network N. FIG.

FIG. 6 is a drawing showing a third example of the display screen 50 of the mobile information terminal 11 shown in FIG. In FIG. 6 , the tire force images 72A and 72B display the resultant force (vector sum) of the longitudinal tire force and the lateral tire force as a vector, specifically an arrow 75, with the ground contact point of the wheel as the starting point. That is, the length of the arrow 75 indicates the magnitude of the tire force, and the direction of the arrow 75 indicates the direction of the tire force acting on the tire. Note that the vertical force acting on the wheels may be indicated by an arrow as the force acting on the tires.

The tire force images 72A and 72B display the maximum frictional force, which is the product of the normal force and the coefficient of friction. In the example of FIG. 6, the friction limit is displayed as the maximum friction force by displaying the friction circle _Cf in the tire force images 72A and 72B. The friction circle C _f is represented by a circle or an ellipse centered at the ground contact point and having a radius equal to the magnitude of the maximum frictional force. As described above, each of the tire force images 72A and 72B is not limited to the circular display shown in FIG. good too. In this case, the direction of the arrow 75 may represent the direction in which the tire force acts, and the size of the arrow 75 may represent the magnitude of the tire force. Also, it is sufficient if the direction in which the tire force acts can be understood. For example, when the arrow 75 is hidden by the vehicle body image 51a due to the direction of the tire force, the force given to the road surface as a reaction by the tire force may be displayed as an arrow, or the display position of the arrow 75 may be changed to the wheel. may be displayed shifted from the ground contact point on the road surface.

The tire force images 72A and 72B may be displayed in different forms in accordance with the margin FS (see FIG. 3) described above so that the driver can easily understand. Specifically, the tire force images 72A and 72B include at least one color of the arrow 75 representing the tire force, the outline of the friction circle C _f or its inner region, and the region between the arrow 75 and the friction circle C _f . The margin FS is expressed by changing . For example, when the margin FS is large, the color may be displayed in blue, and as the margin FS decreases, the color may be changed to green, yellow, orange, and red in order of gradation.

By displaying the friction circle C _f , the margin FS and the tire force together in the tire force images 72A and 72B reflecting the normal force that changes according to the running state in this way, it is easier to grasp the slip possibility. Become. Further, if the slip rate can be determined based on the number of rotations of the front and rear wheels, the presence or absence of slip occurrence or the slip state level may be displayed together with the tire force images 72A and 72B. This can facilitate understanding of the grip state of the wheel. Also, the running speed and/or acceleration may be displayed together with the tire force images 72A and 72B. This makes it easier to understand the difference in the friction circle _Cf and the tire force due to the difference in running speed and acceleration. Information such as the slip rate, running speed, and acceleration is also preferably represented as non-character image information in terms of color, shape, orientation, and the like.

Further, as shown in FIG. 6, the display screen 50 may display a route information area 50b that displays route information 73 indicating the traveling position along with the traveling route together with the moving image area 50a. For example, the travel route 73 indicates a relatively wide route when the vehicle is viewed from above. A travel route is displayed on which at least the radius of curvature of the travel route can be grasped. In the route information 73, the travel position of the vehicle displayed in the moving image area 50a is displayed on the travel route. That is, the travel position in the route information area 50b and the vehicle image 51 and the tire force images 72A and 72B in the moving image area 50a are displayed in synchronism with each other. The route information 73 is generated based on navigation information and GPS information. With such a configuration, the driver who sees the display screen 50 can recognize the travel route information 73 showing the radius of curvature, and then grasp the vehicle image 51 and the tire forces 72A and 72B displayed as a moving image. It is possible to grasp the running state well.

FIG. 7 is a drawing showing a fourth example of the display screen 50 of the portable information terminal 11 shown in FIG. In FIG. 7, the display screen 50 of the portable information terminal 11 displays three segments 50a-c. The first segment 50 a is a moving image area in which a tire force image 75 is displayed together with the vehicle image 51 . In this example, the tire force image 75 is displayed as a vector, more specifically, as an arrow with the ground contact point of the wheel as the starting point. That is, the length of the arrow indicates the magnitude of the tire force, and the direction of the arrow indicates the direction of the tire force acting on the tire.

A circle 82 (for example, an ellipse) indicating the magnitude of the vertical load acting from the wheel to the road surface (or the vertical force acting from the road surface to the wheel) is displayed around the wheel. The size of the circle 82 changes according to the magnitude of the vertical load. The vertical load is a load in the vertical direction, and is set based on vehicle body weight, acceleration/deceleration, and changes in pitch attitude. For example, in an accelerated driving state, a value obtained by adding a vertical load component applied from the drive wheels to the road surface to the vertical load due to the weight of the vehicle body acts on the drive wheels (rear wheels) as a vertical load. The radius of circle 82 increases as the vertical load increases. In this embodiment, the radius of the circle 82 increases in proportion to the increase in vertical load. As another example, the circular area may increase in proportion to the load increase. As still another example, in addition to changing the size of the circle in proportion to the increase in load, its display color may also be changed.

A circle 82 representing the vertical load applied to the front wheels and an ellipse 82 representing the vertical load applied to the rear wheels may have different display correspondences (for example, display colors). This makes it possible to easily distinguish the vertical loads respectively generated on the front and rear wheels. In this embodiment, the circle 82 represents the vertical load, but a circle 82 representing the friction limit value obtained by multiplying the vertical load by an assumed coefficient of friction may be displayed under each wheel.

As another example, when the display color of the circle 82 under the wheel is changed according to the change in the grip limit, the correspondence relationship between the display color of the tire force image 75 and the tire force value and the grip limit The correspondence between the display color of the circle 82 and the value of the grip limit should be matched. Then, if the hue of the display color of the tire force image 75 is close to the hue of the display color of the grip limit circle 82, it can be understood that the margin FS is small, while the hue of the display color of the tire force image 75 is close to the grip limit. It can be grasped that the latitude FS is large when the display color is far from the hue of the circle 82 of . For example, compared to the case where the tire force image 75 is displayed in blue and the grip limit circle 82 is yellow, when the tire force image 75 is displayed in blue and the grip limit circle 82 is red, It can be determined that the margin FS is large.

The second segment 50b is a detailed data area in which a bar graph 84 representing the tire forces of the front and rear wheels is displayed. The size of bar graph 84 corresponds to the size of tire force. Note that the color of the bar graph 84 may be displayed in gradation according to the magnitude of the tire force. The running speed 85 is also displayed in the second segment 50b.

The second segment 50b also displays the operation information of the driver. For example, operation information for acceleration/deceleration is displayed as the operation information. Specifically, an accelerator operation amount 86 and a brake operation amount 87 are displayed as the operation information. In the example of FIG. 7, a display area expressing the accelerator operation amount 86 and the brake operation amount 87 by length is provided along the outer circumference of the circle that displays the running speed 85 . It means that the longer the length of these arcs, the larger the amount of operation. For example, the accelerator operation amount is displayed on the left side, and the brake operation amount is displayed on the right side. The display of the brake operation amount 87 may be either the front and rear brake operation amount, or may be the total amount of the front and rear brake operation amounts. The operation information may include the amount of clutch operation, the amount of shift operation, change in driver's posture, and the like.

The third segment 50c is a display mode selection area, and displays input areas 91 to 93 for selecting the display mode of the first segment 50a. The first input area 91 provides options for selecting the viewpoint of the vehicle image 51 (that is, the orientation of the displayed vehicle). The options are, for example, a front view, a perspective view, two screens of a front view and a perspective view, etc., but other viewpoints may be added. In the second input area 92, options are provided for selecting whether or not to display each of longitudinal tire force, lateral tire force, and vertical force. In this embodiment, when both the longitudinal tire force and the lateral tire force are selected, the arrow in the tire force image 75 becomes the resultant force of the longitudinal tire force and the lateral tire force. When one of the longitudinal tire force and the lateral tire force is selected, the arrow in the tire force image 75 becomes the force of the one. The third input area 93 is provided with options for the video playback speed of the first segment 50a. For example, the options include multiple stages of options for full-speed playback, slow playback, and fast-forward playback. Note that the first segment 50a may be provided with a video playback position display bar that indicates which time zone the current display time is in the total measurement time (total video time).

The display methods shown in FIGS. 4 to 7 are examples, and the present invention includes the use of other display methods. Also, the present invention includes a combination of the configurations described in FIGS. For example, the tire force images 52A and 52B superimposed on the vehicle image 51 may not be displayed separately for both the front wheels 3 and the rear wheels 4, and only one (for example, only the rear wheel tire force image 52A) may be displayed. It may be displayed, or the tire force obtained by integrating (for example, averaging) both may be obtained and displayed. The background image 51c and the like may be omitted.

In the above embodiment, an image viewed obliquely from the front of the vehicle is displayed, but a vehicle image viewed from the front or rear of the vehicle may be displayed. The lean state of the vehicle can be displayed in an easy-to-understand manner by using an image viewed from the front or the rear of the vehicle. In addition, by using an image of the vehicle viewed from above, the tire forces of the front and rear wheels can be easily displayed on one screen. Also, images of the vehicle viewed from a plurality of viewpoints may be displayed in a selectable manner. As a result, the inclination of the vehicle and the tire force can be displayed from a driver's preferred viewpoint or a viewpoint that is easy to recognize, thereby improving comprehension and convenience.

Further, in the above embodiment, the tire force is used as the force acting on the vehicle, but the force acting on the vehicle may be displayed instead of the tire force. For example, the centrifugal force, the force applied to the steering shaft, the driver's weight shift force, etc. may be displayed. Further, in the above-described embodiment, the resultant force of the longitudinal tire force and the lateral tire force is displayed, but at least one of the longitudinal tire force, the lateral tire force and the normal force may be displayed. Preferably, both the force corresponding to tire force (including centrifugal force) and the force corresponding to normal force (including friction circle and margin) are displayed.

Further, in the present embodiment, an image is displayed on the mobile information terminal 11, but the display device for displaying the image is not limited to the mobile information terminal. For example, by storing information in an external server 12, images may be displayed on various display devices connected to the server 12. FIG. For example, the image may be displayed on a desktop computer or a notebook computer. Alternatively, the image may be displayed on a display device such as a meter device provided in the motorcycle. By displaying an image on the meter device, information can be exchanged within the communication system mounted on the motorcycle, and the system configuration can be simplified.

Further, in this embodiment, the tire force calculation unit 33 provided in the vehicle calculates the tire force and transmits the calculated tire force to the information portable terminal 11, which is a device for displaying the calculated tire force. Specifically, by transmitting information for calculating the tire force to the mobile information terminal 11 or the external server 12, the tire force may be calculated by a unit other than the calculation unit provided in the vehicle. As a result, it is possible to reduce the computational load on the computation unit of the running vehicle. Further, the information necessary for calculating the tire force may be sequentially stored while the vehicle is running, and the stored information may be transmitted to the portable information terminal 11 or the external server 12 after the vehicle finishes running. This also makes it possible to reduce the computational load during running. In addition, by transmitting information for image display to the information portable terminal 11 carried by the driver and storing it in the information portable terminal 11, the driving information can be stably received even in an area where the connection to the communication network N is unstable. can be obtained. The present invention can also be applied to lean vehicles other than motorcycles.

1 Running data display system 2 Motorcycle (vehicle)
3 front wheels 4 rear wheels 5 vehicle body 10 travel data management device 11 portable information terminal 22 IMU (force-related value detector)
23 engine speed sensor (force-related value detection device)
24 vehicle speed sensor (force-related value detector)
25 drive wheel speed sensor (force-related value detector)
26 brake pressure sensor (force-related value detector)
27 lean angle sensor (force-related value detector)
33 tire force calculation unit (calculation device)
34 centrifugal force calculation unit (calculation device)
36 control unit (control device)
50 Display screen 51 Vehicle image 52A, 52B Tire force image (force image)
62A, 62B Reference tire force image (reference force image)

Claims (8)

causing a processor to display, on a display device, a vehicle image showing a perspective view of the vehicle reflecting a lean posture of the vehicle body when the lean vehicle turns with the vehicle body tilted in the left-right direction ;
causing the processor to display, on the display device, a force image representing a force acting on the vehicle during travel, which is obtained based on travel data detected by a detection device provided in the vehicle, superimposed on the vehicle image ;
the force images include tire force images showing tire forces acting from the road surface on wheels of the vehicle;
The processor causes the display device to display the tire force image representing the tire force as an ellipse or circle centered on the point of contact between the corresponding wheel of the vehicle shown in the vehicle image and the road surface. , How to display driving data. The tire force image includes a front tire force image showing front tire force acting on the front tire of the vehicle and a rear tire force image showing the rear tire force acting on the rear tire of the vehicle,
2. The running data display method according to claim 1 , wherein the processor causes the display device to display the front wheel tire force image and the rear wheel tire force image in a visually distinguishable manner. 3. The traveling data display method according to claim 1 , wherein the processor causes the display device to change the display color of the tire force image according to the degree of margin until the wheel spins on the road surface. . 4. The travel data display method according to any one of claims 1 to 3 , wherein the processor causes the display device to display route information indicating a travel route and a travel position together with the force image and the vehicle image. 5. The travel data display method according to any one of claims 1 to 4 , wherein the processor causes the display device to selectably display images of the vehicle viewed from a plurality of viewpoints as the vehicle images. causing the processor to display a vehicle image showing the vehicle on the display device;
causing the processor to display, on the display device, a force image representing a force acting on the vehicle during travel, which is obtained based on travel data detected by a detection device provided in the vehicle, superimposed on the vehicle image;
The force images include a front tire force image representing a front tire force acting on a front tire of the vehicle and a rear tire force image representing a rear tire force acting on a rear tire of the vehicle;
The processor generates the front wheel tire force image based on the corrected value obtained by correcting the actual value of the front wheel tire force, and generates the front wheel tire force image based on the corrected value obtained by correcting the actual value of the rear wheel tire force. generating the rear wheel tire force image;
The running data display method, wherein the processor causes the front wheel tire force image and the rear wheel tire force image to have different increase/decrease ratios of the correction values. Displaying on a display device a vehicle image showing a perspective view of the vehicle reflecting a lean posture of the vehicle body when the lean vehicle turns by tilting the vehicle body in the left-right direction , and showing a force acting on the vehicle. causing the force image to be superimposed on the vehicle image and displayed on the display device ;
the force images include tire force images showing tire forces acting from the road surface on wheels of the vehicle;
causing the processor to display, on the display device, the tire force image representing the tire force as an ellipse or circle centered on the point of contact between the corresponding wheel of the vehicle shown in the vehicle image and the road surface; Running data display program to be executed. A force-related value detection device for detecting a force-related value related to a tire force acting from a road surface on wheels of a lean vehicle that turns by tilting the vehicle body in the left-right direction ;
a computing device that computes the tire force based on the detection result of the detecting device;
a lean posture detection device that detects the lean posture of the vehicle;
a storage device that stores the tire force and the lean posture for each predetermined interval during running;
reading stored information from the storage device, displaying on a display device a vehicle image showing a perspective view of the vehicle reflecting a lean posture of the vehicle body when the vehicle turns, and the vehicle shown in the vehicle image; and a control device for displaying on the display device a tire force image expressing the tire force with an ellipse or circle centered on the contact point between the corresponding wheel and the road surface, superimposed on the vehicle image. display system.

Images