WO2014167601A1

WO2014167601A1 - Vehicle driving evaluation system

Info

Publication number: WO2014167601A1
Application number: PCT/JP2013/002480
Authority: WO
Inventors: 史朗尾神
Original assignee: アイシン・エーアイ株式会社
Priority date: 2013-04-11
Filing date: 2013-04-11
Publication date: 2014-10-16

Abstract

The present invention addresses the problem of providing a vehicle driving evaluation system with which it is possible in particular to evaluate the skill with which a manual transmission is shifted, in the evaluation of vehicle driving skills. This vehicle driving evaluation system for evaluating the skill with which a vehicle (1) is driven is characterized by being equipped with shift detection means (49, 52, 53, 54, 58) that detect a shifting operation in a manual transmission (4), an acceleration detection means (49) that detects acceleration of the vehicle (1) or a torque detection means (51) that detects the torque of the drive wheels (3), and determination means (47, 66) that determine the skill with which the shifting operation is performed, with the determination means (47, 66) evaluating the skill with which the shifting operation is performed on the basis of the values detected by the acceleration detection mean (49) or the torque detection means (51) when a shifting operation is being detected by the shift detection means (49, 52, 53, 54, 58).

Description

Vehicle driving evaluation system

The present invention relates to a vehicle driving evaluation system for evaluating driving skills of a vehicle.

It is very important to know whether or not a driver of a vehicle such as a private car is driving appropriately in order to improve his / her driving skill. The improvement of the driving skills of individual drivers is expected to bring good results to society as a whole, such as a reduction in traffic accidents.

However, there are limited opportunities to evaluate driving skills from skilled drivers with high driving skills. For this reason, a vehicle driving evaluation system for acquiring various operation information of a driver necessary for driving the vehicle and evaluating the driving skill of the driver based on the acquired information has been developed and publicly known ( For example, see Patent Document 1.)

Japanese Patent Laid-Open No. 2001-166777

Although the vehicle driving evaluation system of the above document can objectively evaluate the driver's driving skill even without a skilled driver having high driving skill, the manual transmission transmission operation is not listed as an evaluation item.

Vehicles equipped with manual transmissions (MT vehicles) are installed in vehicles with strong hobbies such as sports cars, although the number of vehicles is less than vehicles equipped with automatic transmissions (AT vehicles). Shifting operation is one of the pleasures of driving MT cars, and there is a high need for evaluating their skills.

It is an object of the present invention to provide a vehicle driving evaluation system capable of evaluating the skill of shifting operation of a manual transmission, particularly in the evaluation of vehicle driving skills.

A vehicle driving evaluation system of the present invention is a vehicle driving evaluation system for evaluating driving skills of a vehicle, and includes a shift detection means for detecting a shift operation of a manual transmission, an acceleration detection means for detecting the acceleration of the vehicle, or a drive wheel. Torque detection means for detecting torque and determination means for determining the skill of the speed change operation, the determination means being detected by the acceleration detection means or the torque detection means while the speed change operation is being detected by the speed change detection means. The shift operation skill is evaluated based on the detected value detected.

With the above configuration, since the gear shifting operation skill is evaluated based on the acquired acceleration or torque during the gear shifting operation, it is possible to objectively evaluate the manual transmission gear shifting operation skill. become.

The determination unit may obtain a time required for the shift operation from the start and end of the shift operation detected by the shift detection unit, and the shift operation time may be added to the evaluation of the shift operation skill.

Engine speed detection means for detecting the engine speed is provided, and the determination means takes into account the engine speed detected by the engine speed detection means during the speed change operation in evaluating the speed change operation skill. It may be a thing.

The shift detection means may be constituted by engine speed detection means, and the determination means may detect a shift operation based on a change in engine speed detected by the engine speed detection means.

Steering detection means for detecting steering may be provided, and the determination means may take into account the steering state detected by the steering detection means during the shifting operation in the evaluation of the shifting operation skill. .

Brake detecting means for detecting an operating state of the brake may be provided, and the determining means may consider the operating state of the brake detected by the brake detecting means during the shifting operation in the evaluation of the shifting operation skill. Good.

The shift detection means is constituted by acceleration detection means, and the determination means detects a shift operation based on the acceleration detected by the acceleration detection means, and is detected by the acceleration detection means during the detected shift operation. The shift operation skill may be evaluated based on the acceleration.

On the other hand, the vehicle driving evaluation system of the present invention is a vehicle driving evaluation system mounted on a drive simulator for evaluating the driving skill of a vehicle, and is a lever operation simulating a shifting lever that performs a shifting operation of a manual transmission of the vehicle. A steering operation tool imitating a steering handle of a vehicle, a pedal operation tool for clutch operation imitating a clutch pedal of a vehicle, a pedal operation tool for brake operation imitating a brake pedal of a vehicle, and an accelerator pedal of the vehicle An accelerator operating pedal operating tool, detecting means for detecting the operation of each of the five operating tools, and an arithmetic device for virtually calculating vehicle acceleration or wheel torque based on a detection result by the detecting means; And the calculation device is calculated while the shift operation by the lever operation tool is being detected. Based on the torque of both the acceleration or wheel, and performs skill evaluation of speed-change operation.

Since the shift operation skill is evaluated based on the acquired acceleration or torque during the shift operation, it is possible to objectively evaluate the manual transmission shift operation.

1 is a power transmission system diagram of a vehicle to which a vehicle driving evaluation system of the present invention is applied. It is a conceptual diagram which shows the structure of the driver's seat of the vehicle shown in FIG. It is a block diagram which shows the structure of the vehicle driving evaluation system which evaluates the driving skill of the vehicle shown to FIG. It is a processing flowchart of the driving skill evaluation which this vehicle driving evaluation system performs. It is a time chart figure showing an example of various sensing values at the time of shifting operation. FIG. 9 is a process flow diagram illustrating another example of FIG. 4. It is a conceptual diagram which shows the outline of a drive simulator. It is a block diagram which shows other embodiment of the driving skill evaluation system to which this invention is applied.

FIG. 1 is a power transmission system diagram of a vehicle to which the vehicle driving evaluation system of the present invention is applied. A vehicle 1 that is an MT vehicle includes an engine (internal combustion engine) 2 and a manual transmission 4 that shifts the power of the engine 2 to drive wheels 3 for transmission. Since the MT vehicle 1 is an FF type four-wheel vehicle, the drive wheel 3 is a front wheel, but may be an FR type four-wheel vehicle. In this case, the drive wheel is a rear wheel.

The transmission 4 is housed in a transmission case 4a, and the transmission 4 can be intermittently connected to the power of the crankshaft 6 that is the engine output shaft from which the power of the engine 2 is output via the clutch 7 contained in the clutch housing 7a. Between the counter shaft 9 and the main shaft 8, a counter shaft 9 that is an output shaft arranged in parallel to the main shaft 8, and the main shaft 8. And a travel transmission mechanism 11 that shifts the power of the main shaft 8 to the counter shaft 9 and transmits it.

A final gear 12 that rotates synchronously (specifically, integrally rotates) with the counter shaft 9 is provided at the transmission downstream end portion (front end portion in the illustrated example) of the transmission 4 of the counter shaft 9. The rotational power is transmitted to the ring gear 13a of the differential device 13, and the power transmitted to the ring gear 13a is transmitted to the left and right drive wheels 3, 3 (specifically, the front wheels) via the differential device 13. .

In the clutch 7, when the clutch 7 is connected, power is transmitted from the crankshaft 6 to the main shaft 8. On the other hand, when the clutch 7 is disconnected, power transmission from the crankshaft 6 to the main shaft 8 is interrupted.

The traveling speed change mechanism 11 is relative to the main shaft 8 via a first input gear 14A and a second input gear 14B provided so as to rotate synchronously (specifically, integrally rotate) with the main shaft 8, and a bearing (not shown). The third input gear 14C and the fourth input gear 14D supported so as to be rotatable (specifically, freely rotatable) and the main shaft 8 can be relatively rotated (specifically, freely rotatable) via a bearing or the like (not shown). The fifth output gear 14E and the reverse input gear 16 supported by the first output gear 17A and the first output gear 17A and the first output gear 17A supported by the counter shaft 9 through a bearing (not shown) and the like so as to be relatively rotatable (specifically, freely rotatable). The second output gear 17B, the third output gear 17C and the fourth output gear 17D provided to rotate synchronously with the counter shaft 9 (specifically, integrally rotating), and the counter shaft 9 with specific rotation (specifically, Integral rotation 5 and an output gear 17E and reverse output gear 18 provided to.

The first to

fifth input gears

14A, 14B, 14C, 14D, and 14E are arranged in this order toward one side of the main shaft 8 in the axial direction (shift direction) (right direction in FIG. 1, hereinafter referred to as “high speed side”). And the

input gears

14A, 14B, 14C, 14D, and 14E positioned on the high speed side have a larger diameter and a larger number of teeth. The reverse input gear 16 is disposed on the higher speed side than the fifth input gear 14E, and the diameter thereof is smaller than that of the first input gear 14A. Incidentally, the direction opposite to the high speed side of the main shaft 8 is the “low speed side”.

The first to

fifth output gears

17A, 17B, 17C, 17D, and 17E are arranged in this order toward the high speed side in the shift direction, and the

output gears

17A, 17B, 17C, 17D, and 17E are positioned on the high speed side. The diameter is smaller and the number of teeth is smaller. The reverse output gear 18 is disposed on the higher speed side than the fifth output gear 17E, and the diameter thereof is set to be approximately the same as that of the first output gear 17A.

The first input gear 14A and the first output gear 17A coincide with each other in the shift direction position and always mesh with each other, and the second input gear 14B and the second output gear 17B coincide with each other in the shift direction position. The third input gear 14C and the third output gear 17C are always meshed with each other in the shift direction position.

Further, the fourth input gear 14D and the fourth output gear 17D coincide with each other in the shift direction position and always mesh with each other, and the fifth input gear 14E and the fifth output gear 17E coincide with each other in the shift direction position. The reversing input gear 16 and the reversing output gear 18 are always meshed with each other, and the power of the input reversing gear 16 is controlled by the reversing gear 19 which is in mesh with each other in the shift direction and is always meshed with both the two reversing

gears

16, 18. Is transmitted to the output reverse gear 18 as reversely driven power.

Further, the traveling transmission mechanism 11 includes a low-speed sleeve 20 that is a synchronous mesh clutch disposed on the counter shaft 9 so as to be positioned between the first output gear 17A and the second output gear 17B, A medium speed side sleeve 21 which is a synchronous mesh clutch disposed on the main shaft 8 so as to be positioned between the 3 input gear 14C and the 4th input gear 14D; a fifth input gear 14E; and a reverse input gear 16; A high-speed / reverse-side sleeve 22 which is a synchronous mesh clutch disposed on the main shaft 8 so as to be positioned between the two is provided.

The low-speed sleeve 20 is configured to be slidable in the axial direction of the counter shaft 9 that is the shift direction and to rotate synchronously with the counter shaft 9 (specifically, rotate integrally).

When the low speed side sleeve 20 is slid to the low speed side in the shift direction, the first output gear 17A and the low speed side sleeve 20 mesh with each other while being synchronized by the synchronizing means 20a provided between them. In the engaged state, the first output gear 17 </ b> A and the counter shaft 9 are in a state (first state) in which the first output gear 17 </ b> A and the low-speed sleeve 19 rotate synchronously (specifically, rotate integrally).

On the other hand, when the low speed side sleeve 20 is slid to the high speed side in the shift direction, the second output gear 17B and the low speed side sleeve 20 mesh with each other while being synchronized by the synchronizing means 20b provided between them. In the fully engaged state, the second output gear 17B and the counter shaft 9 are in a synchronous rotation (specifically, an integral rotation) together with the low speed side sleeve 20 (second state).

The medium speed side sleeve 21 is configured to be slidable in the axial direction of the main shaft 8 that is the shift direction and to rotate synchronously (specifically, rotate integrally) with the main shaft 8.

When the intermediate speed side sleeve 21 is slid to the low speed side in the shift direction, the third input gear 14C and the intermediate speed side sleeve 21 mesh with each other while being synchronized by the synchronization means 21a provided between them. In the fully engaged state, the third input gear 14C and the main shaft 8 are in a state of rotating synchronously (specifically, integrally rotating) together with the medium speed side sleeve 21 (a third state).

On the other hand, when the medium speed side sleeve 21 is slid to the high speed side in the shift direction, the fourth input gear 14D and the medium speed side sleeve 21 mesh with each other while being synchronized by the synchronizing means 21b provided between them. In the fully engaged state, the fourth input gear 14D and the main shaft 8 are in a synchronous rotation (specifically, an integral rotation) together with the medium speed side sleeve 21 (fourth state).

The high-speed / reverse-side sleeve 22 is configured to be slidable in the axial direction of the main shaft 8 that is the shift direction and to rotate synchronously (specifically, rotate integrally) with the main shaft 8.

When the high-speed / reverse-side sleeve 22 is slid to the low-speed side in the shift direction, the fifth input gear 14E and the high-speed / reverse-side sleeve 22 mesh with each other while being synchronized by the synchronization means 22a provided between them. In the fully engaged state, the fifth input gear 14E and the main shaft 8 are in a state of rotating synchronously (specifically, integrally rotating) together with the high-speed / reverse-side sleeve 22 (specifically, the fifth state).

On the other hand, when the high speed / reverse side sleeve 22 is slid to the high speed side in the shift direction, the reverse input gear 16 and the high speed / reverse side sleeve 22 are synchronized with each other by the synchronizing means 22b provided between them. In the meshed and fully meshed state, the reverse rotation input gear 16 and the main shaft 8 are in a synchronized rotation (specifically, an integral rotation) with the high speed / reverse rotation side sleeve 22 (reverse drive state).

Incidentally, the number of teeth of the first to fifth input gears 14A, 14B, 14C, 14D, 14E and the first to fifth output gears 17A, 17B, 17C, 17D, 17E, and the size of the diameters, The rotational speed of the power transmitted from the main shaft 8 to the counter shaft 9 is set to high speed in the order of the first state → second state → third state → fourth state → fifth state.

Thus, the transmission 4 is configured to be capable of switching a total of five shifts on the forward travel side, and forward rotation power for forward travel is transmitted to the drive wheels 3 by the travel shift switching. On the other hand, the reverse rotation power for reverse travel, which is rotated at a low speed, is transmitted to the drive wheels 3 by the reverse travel state.

In other words, in the transmission 4, all the three

sleeves

20, 21, and 22 are located at the neutral position, and the neutral state in which no power is transmitted to the counter shaft 9 (driving wheel 3) or the three

sleeves

20, 21 are set. , 22 is operated to the high speed side or the low speed side to transmit power, and the remaining two are in a power transmission state positioned at the neutral position.

By the way, when the transmission 4 is switched, the clutch 7 is disconnected before the shift is changed so that the power is not transmitted to the main shaft 8 and the clutch 7 is connected again after the shift is changed. This is done manually by the driver.

The three

sleeves

20, 21, 22 are provided with

shift forks

23, 24, 26 for sliding the

sleeves

20, 21, 22 in the shift direction. The

shift forks

23, 24, 26 slide the

sleeves

20, 21, 22 to both sides in the shift direction, so that the manual transmission 4 is in the neutral state, the first state, the second state, the third state, the fourth state, and the fifth state. Switch to either state or reverse.

FIG. 2 is a conceptual diagram showing the configuration of the driver seat of the vehicle shown in FIG. A driver's seat 27 installed in the vehicle 1 has a clutch pedal 28, a brake pedal 29, and an accelerator pedal 31 in this order from the left side to the right side of a driver (driver) seated on a seat (not shown). The

pedals

28, 29, and 31 are arranged in parallel so that they can be stepped on, and are always urged toward the stepping release side by a biasing member (not shown).

Further, a steering handle 32 positioned in front of the driver seated on the seat is provided immediately above the

pedals

28, 29, and 31, and a traveling speed change is provided on the side of the seat via the manual transmission 4. A speed change lever 33 is provided for operation.

A transmission device 34 is provided between the clutch pedal 28 and the clutch 7 described above to transmit the depression operation of the clutch pedal 28 to the clutch 7. The transmission device 34 transmits the stepping operation and stepping release to the clutch 7 by hydraulic operation or mechanical operation (hydraulic operation in this example), and intermittently operates the clutch 7.

That is, when the clutch pedal 28 is depressed, the clutch 7 is disconnected and the transmission of the engine power to the manual transmission 4 is cut off. On the other hand, when the clutch pedal 28 is released, the clutch 7 is connected and operated. The engine power is input to the manual transmission 4. Incidentally, the clutch 7 can be gradually switched from the connected state to the disconnected state, or from the disconnected state to the connected state by gradually changing the depression amount of the clutch pedal 28.

The brake pedal 29 is connected via a transmission device 36 to a brake (actuating mechanism) 37 that applies a braking force to the wheels 3. The transmission device 36 transmits the depression operation of the brake pedal 29 and the depression release to the brake 37 by hydraulic operation, and switches between the action and non-action of the braking force from the brake 37 to the wheel 3. Specifically, the braking force applied to the wheel 3 from the brake 37 is adjusted by changing the depression amount of the brake pedal 29, and when the depression amount of the brake pedal 29 is maximized, the braking force is maximized. Thus, when the depression amount of the brake pedal 29 is minimized, the braking force becomes a minimum value (specifically, 0 or a value close thereto).

The accelerator pedal 31 is connected via a transmission device 39 to a throttle valve 38 that changes the rotational speed of the engine 2 by adjusting the flow rate of the combustion air supplied to the engine 2. The transmission device 39 transmits the depression operation and release of the accelerator pedal 31 to the throttle valve 38 by a mechanical operation or an electrical action, and adjusts the opening degree of the throttle valve 38. Specifically, increasing the depression amount of the accelerator pedal 31 increases the opening of the throttle valve 38 and increases the engine speed, while decreasing the depression amount of the accelerator pedal 31 to increase the throttle valve. The opening degree of 38 becomes small, and an engine speed falls.

By the steering operation by the steering handle 32, the steering shaft 32a rotates about the axis, and the rotation about the axis of the steering shaft 32a is transmitted to the left and right tie rods 42 via the hydraulically operated power steering device 41. The tie rod 42 is operated to slide left and right. The steering angle θ of the

front wheels

3 and 3 is changed by the left / right sliding operation of the tie rod 42, and the traveling direction of the vehicle 1 during traveling is changed by the steering operation.

The shift lever 33 has a lever portion 33a in the vertical direction and a grip portion 33b formed on the upper end side (tip side) of the lever portion. When the manual transmission 4 is switched to the neutral state, the shift lever 33 is swung to the neutral position in the front-rear direction, and the shift lever 33 at the neutral position in the front-rear direction is swung in the left-right direction (select direction). By selecting the

shift fork

23, 25, 26 to be engaged with the

sleeve

20, 21, 22 to be operated, a select operation is performed via the select mechanism 43.

Further, after selecting the

target shift forks

23, 24, and 26 in this way, the shift lever 33 is swung in the front-rear direction (shift direction) to be engaged with the

shift forks

23, 24, and 26. The manual transmission 4 is switched to the first state, the second state, the third state, the fourth state, the fifth state, or the reverse movement state by sliding the

sleeves

20, 21, 22 in the shift direction to the high speed side or the low speed side. Perform a shift operation.

On the other hand, when the shift lever 33 is swung from one end in the shift direction to the neutral position in the front-rear direction again, the manual transmission 4 is switched back to the neutral state and the above select operation is possible. It becomes a state.

Incidentally, in order to smoothly guide the swinging operation of the speed change lever 33, a guide hole 27 a that guides the swing of the speed change lever 33 is opened in the driver seat 27. Is formed. Then, by knowing the forward / backward swing position and the left / right swing position of the shift lever 33, the state of the manual transmission 4 can be known.

FIG. 3 is a block diagram showing the configuration of the vehicle driving evaluation system that evaluates the driving skills of the vehicle shown in FIGS. The illustrated vehicle driving evaluation system includes one or a plurality of vehicles 1 (a plurality in the illustrated example), a server 44, and a network 46.

The network 46 is a telephone line network or the Internet network to which a portable terminal mounted on the vehicle 1 is connected. The network 46 connects the

vehicles

1 and 1 or between the vehicle 1 and the server so that they can communicate with each other. Is done.

The vehicle 1 is equipped with a control unit (determination means) 47 that is an arithmetic unit that includes a ROM 47a (storage unit) and a timer 47b and is configured by a CPU, a RAM, and the like.

On the input side of the control unit 47, a vehicle speed sensor (travel speed detection means) 48 that detects the travel speed of the vehicle 1, an acceleration sensor (acceleration detection means, shift detection means) 49 that detects the acceleration of the vehicle 1, and a drive The manual transmission 4 includes a torque sensor (torque detection means) 51 that detects the torque of the wheel 3 and a potentiometer that acquires the swing position of the shift lever 33 in the select direction and the shift direction. A shift operation detection sensor (shift detection means) 52 for detecting the state (specifically, shift), a potentiometer for acquiring the depression amount of the clutch pedal 28, and the clutch 7 by detecting the depression amount. An intermittent operation detection sensor (intermittent detection means, shift detection means) 53 for detecting the intermittent state of the An intermittent operation detection sensor (shift detection means) 54 comprising a hydraulic sensor that detects the intermittent operation of the clutch 7 by detecting the pressure value of the hydraulic oil, and the pressure value of the hydraulic oil in the transmission device 34 for the brake 37 are acquired. And a potentiometer that detects the steering state of the vehicle 1 by detecting the steering angle θ. The steering detection sensor (steering detection means) 57, the engine rotation speed detection sensor (engine rotation speed rotation means, shift detection means) 58 for detecting the engine rotation speed, and the depression amount of the accelerator pedal 31 are detected. An accelerator operation detection sensor (accelerator operation detection means) 60 composed of a potentiometer or the like is connected.

Further, operation means 59 for performing various operations is connected to the input side of the control unit 47.

On the other hand, on the output side of the control unit 47, output means 61 for outputting various information by video and sound is connected.

In addition, communication means 62 that can be connected to the network 46 is connected to the control unit 47 so as to be able to input and output, and the vehicle 1 is connected to the network 46 via the communication means 62.

The server 44 includes a communication unit 63 connected to the network 46, a storage unit 64 including an HDD or an SSD that stores various types of information, a management unit (determination unit, arithmetic unit) 66 that performs various types of management, An output unit 67 for outputting the determination result or the like as an image or sound and an operation unit 68 for performing various operations are provided.

The management unit 66 performs various exchanges with the vehicle 1 via the communication unit 63. The management unit 66 can be operated by the operation unit 68, can output various information via the output unit 67, and can write information to the storage unit 64 and read from the storage unit 64. Are connected to the storage unit 64.

FIG. 4 is a processing flow diagram of driving skill evaluation performed by the vehicle driving evaluation system. When the control unit 47 of the vehicle 1 (hereinafter referred to as the target vehicle 1A) on which the driver to be evaluated gets on starts the process for evaluating the skill of the shift operation by the shift lever 33, the process first proceeds to step S1. In step S1, it is identified whether or not the shifting operation of the manual transmission 4 of the target vehicle 1 has been started. If the shifting operation has not started, the process returns to step S1 while the shifting operation is started. If so, the process proceeds to step S2.

The “shift operation” here refers to not only the select operation and shift operation by the shift lever 33 but also the disengagement operation of the clutch 7 via the clutch pedal 28 and the accelerator pedal performed before the swing operation of the shift lever 33. A series of operations from the start of the operation of the engine 2 through 31 to the connection operation of the clutch 7 through the clutch pedal 28 and the operation of the engine 2 through the accelerator pedal 31 performed after the swinging operation of the shift lever 33 is performed. Means operation.

For this reason, in this step S1, the vehicle acceleration detected by the acceleration sensor 49, the swing position in the select direction and the swing position in the shift direction of the shift lever 33 detected by the shift operation detection sensor 52, The depression amount of the clutch pedal 28 detected by the intermittent operation detection sensor 53, the connection state of the clutch 7 detected by the intermittent operation detection sensor 54, the engine rotational speed detected by the engine rotational speed detection sensor 58, and the accelerator operation Of the amount of depression of the accelerator pedal 31 detected by the detection sensor 60, the shift operation start is determined using one or a plurality of detected values.

In addition, as a plurality of detection values, all detection values may be used, and when using a plurality of detection values in this way, they may be weighted to each other.

Also, the end of the shift operation is the same as the start of the shift operation and the determination method is the same, so the determination is performed in the same manner as described above.

In step S2, in order to acquire information necessary for performing the skill evaluation of the speed change operation, sensing and calculation as necessary are performed, and the process proceeds to step S3. Here, the information to be sensed is mainly the acceleration of the vehicle sensed by the acceleration sensor 49 and the torque of the driving wheel 3 sensed by the torque sensor 51, and one or both of these are used as the main. By the way, acceleration and torque may be used for evaluation, but the amount of change per predetermined time may be calculated in real time and used for evaluation, and both this torque and acceleration are evaluated. When used in this case, these values may be weighted.

Further, the time (shift operation time) required from the start to the end of the speed change operation, the engine speed detected by the engine speed detection sensor 58, and the steering state detected by the steering detection sensor 57 (specifically For example, the steering angle θ) and the operating state of the brake 37 detected by the brake detection sensor 56 may be used for skill evaluation of the speed change operation. Incidentally, all or some of these detection values may be used as auxiliary. The speed change operation time is measured by counting the time with a timer 47b built in the control unit 47.

In step S3, the end of the shifting operation of the manual transmission 4 is determined in the manner described above. If it is determined that the shifting operation has ended, the process proceeds to step S4, while the shifting operation is still in progress. If determined, the process returns to step S2. Incidentally, the information of the shift operation time is acquired at the timing of proceeding from step S3 to step S4. In other words, the timer 47b starts counting when the start of the shift operation is detected in step S1, and the timer 47b is stopped when the end of the shift operation is detected in step S3. The time is defined as a shift operation time.

In step S4, the skill determination of the speed change operation is performed, and the process proceeds to step S5. When the determination is made based on the acceleration value of the vehicle 1 or the amount of change in the acceleration, for example, depending on whether or not the detected acceleration is greater than a predetermined value (threshold value) determined in advance, The selection may be made by the two options, or the skill may be digitized in a form such as skill level, and the skill may be displayed as a deviation value. Alternatively, a plurality of threshold values may be prepared in advance, and the above determination may be performed using the plurality of threshold values.

On the other hand, when the determination is made based on the torque value of the drive wheels 3 or the amount of change in torque, for example, as in the case of the acceleration described above, for example, the detected torque change is a predetermined value (threshold). Depending on whether or not it is larger, you may make a decision with two choices, good or bad, or you may digitize your skill as a skill level, and display your skill as a deviation value May be. Alternatively, a plurality of threshold values may be prepared in advance, and the above determination may be performed using the plurality of threshold values.

Also, when determining using both the acceleration and the torque change, both may be simply added, or both may be added after weighting each other. In this case, it is necessary to prepare a threshold value corresponding to that in advance. In addition, whether or not both acceleration and torque change exceed a threshold value, or whether one of them exceeds a threshold value may be used as a criterion for skill determination.

Further, the above-described length of the speed change operation time, the level of the engine speed, the magnitude of the steering angle θ, and the operating state of the brake 37 are also used supplementarily. Specifically, these values are added or used for the skill determination described above as an And condition or an Or condition. By the way, the shorter the speed change operation time, the stronger the tendency to be better, the lower the engine speed or the smaller the change, the stronger the tendency to be better, and the smaller the change in the steering angle θ, the stronger the inclination to be better. The smaller the change in the braking force of the brake 37 (the more the hydraulic oil pressure is constant), the stronger the inclination.

In step S5, the determination result is output as an image or sound via the output means 61 of the vehicle 1 or is different from the vehicle on which the server 44 or the driver to be evaluated is boarded via the network 46. The result is output as an image or sound via the output means 67, 61 of the other vehicle 1, and the process proceeds to step S6 after the determination result is output.

Note that a navigation screen or the like may be used as the output unit 61 of the vehicle 1, and when the communication unit 62 is a mobile terminal, the determination result may be output on the screen of the mobile terminal. Further, it is possible to display the determination result on the screen of a mobile terminal connected to the network 46.

In step S6, the determination results and various sensing values are stored in the storage unit 47a of the target vehicle 1A, the storage unit 47a of the other vehicle 1, and the storage unit 64 of the server 44, and these data are accumulated. The process returns to S1. By the way, when the data accumulated in this way is used and the determination result is output in step S5, the result may be displayed in a state compared with the data of the self or others in the past, or information on the determination result In addition, information regarding sensing may be displayed over time.

The processing from step S1 to step S6 shown in FIG. 4 is performed by the target vehicle 1A in principle. However, depending on the case, some or all of the processing may be performed by another vehicle 1 or the server 44. Good. For example, the processing from step S1 to step S3 is preferably performed by the control unit 47 of the target vehicle 1A, but other processing is performed by the control unit 47 of the other vehicle 1 or the management means 66 of the server 44. It is also easy to make.

In other words, this driving evaluation system is established even with the vehicle 1 alone, but such independent and distributed management can be performed via the network 46.

Further, the determination result of the vehicle 1 of the past or another vehicle 1 may be called and acquired by the operation means 59 of the vehicle 1 or the operation means 68 of the server 44, and the information may be output.

FIG. 5 is a time chart showing an example of various sensing values during a shift operation. In the example shown in the figure, first, as a shift operation is started, the amount of depression of the access pedal 31 is reduced to 0 or decreased to decrease the engine speed, and the amount of depression of the clutch pedal 28 is increased to a maximum or a predetermined amount to increase the clutch. 7 is cut off.

Thereafter, a pulling operation for swinging the shift lever 33 in the front-rear direction neutral is performed (in the illustrated example, an operation for swinging forward from the position of the second speed to the front-rear neutral position is performed), and any of the connected states is established. Return the

sleeves

20, 21, 22 to the neutral position.

Thereafter, the shift lever 33 is swung to a predetermined position in the select direction (in the illustrated example, the center in the left-right direction), and the

sleeves

20, 21, 22 (in the illustrated example, the sleeve 21) to be shifted are selected.

Subsequently, the shift lever 33 is swung to one side in the shift direction (the third speed position in the illustrated example) to connect the

sleeves

20, 21, 22 to operate the manual transmission 4 in the first state and the second state. The state is switched to the third state, the fourth state, or the fifth state (in the illustrated example, the third state).

Thereafter, the depression amount of the clutch pedal 28 is decreased while increasing the depression amount of the accelerator pedal 31 to increase the engine speed. Finally, the depression of the clutch pedal 28 is completely released, and this speed change operation is performed. End.

At this time, the acceleration of the vehicle 1 is ideally desirably proportionally decreased and then proportionally increased again as indicated by a dotted line. In the example shown in the figure, when decreasing, the acceleration of the vehicle 1 is changing in a state close to the ideal line, and it is highly likely that the skill of shifting operation is high. There is a high possibility that the acceleration of the vehicle 1 has changed in a state different from the ideal, and that the skill of shifting operation is low. In this way, even in one shift operation, the process may be divided into a plurality of parts and each of them may be evaluated.

Incidentally, when one shift operation is divided into a plurality of steps, as shown in the figure, the shift lever 33 is moved from the current shift stage (second speed in the illustrated example) to the next shift stage (second speed in the illustrated example) until the clutch 7 is disengaged. It may be divided into three parts until the clutch 7 is connected until the lever is operated to the third speed in the illustrated example.

According to the vehicle driving evaluation system configured as described above, it is possible to appropriately evaluate the speed change skill based on the acceleration of the vehicle 1 or the torque of the drive wheels 3.

Also, by using a plurality of detection values, the start and end of the shift operation can be accurately identified, and the skill of the shift operation can be more appropriately determined.

Furthermore, since the engine speed detection sensor 58 and the acceleration sensor 49 are used both for identifying the start or end of the shift operation and determining the skill of the shift operation, the number of parts can be reduced and the cost can be kept low. It becomes possible.

In the example shown in FIG. 4, the determination is made every time a shift operation is performed, and the result is shown. However, as shown in FIG. The determination may be performed once each time the shift operation of the determination start number k) is performed.

In the example shown in FIG. 6, when the end of the shift operation is identified in step S3, the process proceeds to step S3 '. In step S3 ', the initial value is 0, and the number 1 is added to the number of operations n indicating the number of shift operations, and the flow proceeds to step S3 ". In step S3 '', it is confirmed whether or not the number of operations n is the same as the determination start number k. If not, k shift operations have not been performed yet, so the process returns to step S2 to be the same. For example, this means that k shift operations have been performed, and thus the process proceeds to step S4. Incidentally, the process of step S 2 → step S 3 → step S 3 ′ → step S 3 ″ → step S 2 →... Is repeated until the start of the shift is detected and k shift operations are performed.

Further, when the process of step S6 is completed, the process proceeds to step S7. In step S7, reset is performed by substituting 0 for the number of operations n, and the process returns to step S1 again.

In step S5, an average of sensing values detected for each of a plurality of speed change operations may be used, or a characteristic value such as a maximum value or a minimum value may be used.

Next, an example in which the driving skill evaluation system to which the present invention is applied is applied to a drive simulator that simulates the driving environment of a vehicle will be described.

FIG. 7 is a conceptual diagram showing an outline of a drive simulator, and FIG. 8 is a block diagram showing another embodiment of the driving skill evaluation system of the present invention. The drive simulator 1 ′ includes a clutch operation pedal operation tool 28 ′ imitating the clutch pedal 28 of the vehicle 1, a brake operation pedal operation tool 29 ′ simulating the brake pedal 29 of the vehicle 1, and an accelerator pedal of the vehicle 1. 31, an accelerator operating pedal operating tool 31 ′ simulating a steering wheel 32, a steering operating tool 32 ′ simulating the steering handle 32 of the vehicle 1, a lever operating tool 33 ′ simulating the speed change lever 33 of the vehicle 1, and the driving of the vehicle 1. A monitor 61a that simulates the visual field of time and a speaker 61b that simulates a sound during driving of the vehicle 1 are provided.

Further, as a sensor such as a potentiometer for detecting the operation position of the operation tools 28 ', 29', 31 ', 32', 33 'imitating these actual machines, an intermittent operation detection sensor 53, a brake which is a kind of brake detection means. An operation detection sensor 56, an accelerator operation detection means 60, a steering operation detection sensor 57, which is a kind of steering detection means, and a shift operation detection sensor 52 are connected to the input side of the control unit 47, which is the above-described arithmetic unit. . Further, the above-mentioned output means 61 is constituted by the monitor 61a and the speaker 61b. Further, when the clutch operating pedal 28 ′ is not depressed, an actuator 69 that operates so as to restrict the speed change operation is connected to the output side of the control unit 47 in the same manner as the vehicle 1 that is an actual machine.

The other configuration is the same as that shown in FIG. 3 except that the vehicle 1 is replaced by the simulator 1 ′. The plurality of simulators 1 ′ and the server 8 are connected to the same network 46 and can communicate with each other. . The control unit 47 of the simulator 1 ′ is based on the sensing values from the

sensors

52, 53, 56, 57, and 60, and the pseudo acceleration, vehicle speed, and torque when the vehicle 1 is assumed to be on the spot. Then, based on these sensing values and the calculated values, the image from the monitor 61a and the sound from the speaker 61b are seated on a seat (not shown) installed behind the steering operation tool 32 ′. The above-mentioned pseudo drive environment is provided to the subject.

In the determination process, in addition to the sensing values of various operations, all except the calculation of the acceleration of the vehicle 1, the vehicle speed, the torque of the drive wheels 3, and the engine speed are calculated in FIG. 4 or FIG. 6. The same processing is performed.

That is, in the actual machine, it is necessary to sense the acceleration of the vehicle 1, the vehicle speed, the torque of the drive wheels 3, the engine speed, etc. in order to perform an appropriate skill evaluation of the speed change operation. In step S2.

On the other hand, in this example, in this step S2, the operation tools 28 ', 29', 31 ', 32', 33 'imitating actual machines are used for the acceleration of the vehicle 1, the vehicle speed, the torque of the drive wheels 3, the engine speed, and the like. It is calculated by real-time detection of the operation position. By this calculation step, the driving simulator 1 ′ can accurately evaluate the skill of the subject's speed change operation as in the case of the actual vehicle 1.

Further, the calculation may be performed by the control unit 47 of the drive simulator 1 ′, but may be performed by the server 44 as in the case of the above-described actual machine.

Thus, the present invention can be applied to both the actual vehicle 1 and the drive simulator 1 ′, and is highly versatile.

1 Vehicle 1 'Drive Simulator 2 Engine 3 Drive Wheel (Wheel, Front Wheel)
4 manual transmission 28 clutch pedal 28 'clutch operating pedal operating tool 29 brake pedal 29' brake operating pedal operating tool 31 accelerator pedal 31 'accelerator operating pedal operating tool 32 steering handle 32' steering operating tool 33 shift lever 33 'lever Operation tool 37 Brake (braking mechanism)
47 Control unit (determination means, arithmetic unit)
49 Acceleration sensor (acceleration detection means, shift detection means)
51 Torque sensor (torque detection means)
52 Shift operation detection sensor (shift detection means, detection means)
53 Intermittent operation detection sensor (detection means, shift detection means)
54 Intermittent operation detection sensor (shift detection means)
56 Brake detection sensor (brake detection means, detection means)
57 Steering detection sensor (steering detection means, detection means, steering operation detection sensor)
58 Engine speed detection sensor (engine speed detection means)
60 Accelerator operation detection sensor (detection means)
66 Management means (determination means, arithmetic unit)

Claims

A vehicle driving evaluation system for evaluating driving skills of a vehicle,
Shift detection means for detecting a shift operation of the manual transmission;
Acceleration detecting means for detecting the acceleration of the vehicle or torque detecting means for detecting the torque of the drive wheel;
Determination means for determining the skill of the speed change operation,
The determination means evaluates the speed change operation skill based on a detection value detected by the acceleration detection means or the torque detection means while the speed change operation is detected by the speed change detection means. Vehicle driving evaluation system.
2. The vehicle driving according to claim 1, wherein the determination unit obtains a time required for the shift operation from the start and end of the shift operation detected by the shift detection unit, and adds the shift operation time to the evaluation of the shift operation skill. Evaluation system.
An engine speed detecting means for detecting the engine speed;
The vehicle driving evaluation system according to any one of claims 1 and 2, wherein the determination unit takes into account the engine speed detected by the engine speed detection unit during the shift operation in the evaluation of the shift operation skill. .
The shift detection means is constituted by an engine speed detection means,
The vehicle operation evaluation system according to claim 3, wherein the determination unit detects a speed change operation based on a change in the engine speed detected by the engine speed detection unit.
A steering detection means for detecting steering is provided.
The vehicle driving evaluation according to any one of claims 1 to 4, wherein the determination unit takes into account the steering state detected by the steering detection unit during the shift operation in the evaluation of the shift operation skill. system.
Brake detection means for detecting the operating state of the brake,
The vehicle driving evaluation according to any one of claims 1 to 5, wherein the determination unit takes into account an operation state of a brake detected by the brake detection unit during the shift operation in an evaluation of the shift operation skill. system.
The shift detection means is constituted by acceleration detection means,
The determination unit detects a shift operation based on the acceleration detected by the acceleration detection unit, and evaluates the shift operation skill based on the acceleration detected by the acceleration detection unit during the detected shift operation. The vehicle driving evaluation system according to any one of claims 1 to 6.
A vehicle driving evaluation system installed in a drive simulator for evaluating vehicle driving skills,
A lever operating tool imitating a shift lever that performs a shift operation of a manual transmission of a vehicle;
A steering operation tool imitating the steering wheel of a vehicle;
A pedal operation tool for clutch operation imitating a clutch pedal of a vehicle;
A brake operating tool for simulating a brake pedal of a vehicle;
A pedal operation tool for accelerating the accelerator pedal of the vehicle;
Detecting means for detecting operations of the five operating tools,
An arithmetic device that virtually calculates the acceleration of the vehicle or the torque of the wheels based on the detection result by the detection means,
The arithmetic device performs a skill evaluation of the speed change operation based on the acceleration of the vehicle or the torque of the wheel calculated while the speed change operation by the lever operating tool is detected. .
The vehicle operation evaluation system according to claim 8, wherein the arithmetic device obtains a time required for the speed change operation and adds the speed change operation time to the evaluation of the speed change operation skill.
10. The calculation device according to claim 8, wherein the arithmetic device virtually calculates an engine speed, and takes the engine speed calculated during the speed change operation into consideration for the speed change operation skill evaluation. The vehicle driving evaluation system described.
The vehicle according to any one of claims 8 to 10, wherein the arithmetic unit takes into account an operation state of a steering operation tool detected by the detection means during the shift operation in the evaluation of the shift operation skill. Driving evaluation system.
The calculation device adds a brake operation state of a brake operation pedal detected by the detection means during the shift operation to evaluation of skill of the shift operation. The vehicle driving evaluation system described.