WO2020100267A1

WO2020100267A1 - Straddled vehicle traveling data processing device, and straddled vehicle traveling data processing method

Info

Publication number: WO2020100267A1
Application number: PCT/JP2018/042341
Authority: WO
Inventors: 岡田　紀雄; 晃徳品川
Original assignee: ヤマハ発動機株式会社
Priority date: 2018-11-15
Filing date: 2018-11-15
Publication date: 2020-05-22
Also published as: BR112021009394B1; BR112021009394A2; CN113039119A; CN113039119B; WO2020100332A1

Abstract

A straddled vehicle traveling data processing device (1), which processes data pertaining to a traveling straddled vehicle (10), generates first straddled vehicle traveling composite data (Dc1) on the basis of first approach turning trajectory data (DTb1) pertaining to a first approach turning trajectory (Tb1), which is the traveling trajectory of the straddled vehicle within an approach turning zone (Zb), and first approach turning forward-acceleration data (Dab1) pertaining to the acceleration of the straddled vehicle in the forward direction of the vehicle when traveling on the first approach turn trajectory. The first straddled vehicle traveling composite data is output to output targets (4, 5). An approach turning zone has a width of 2m or less and comprises a linear approach zone (Zc) having a length of more than 0m and not more than 65m, and a curved first turning zone (Zd) which has a central angle of 90°-270° and of which the radius of the inner periphery is 2-10m.

Description

Saddle-type vehicle traveling data processing device and saddle-type vehicle traveling data processing method

The present invention relates to a saddle riding type vehicle running data processing device and a saddle riding type vehicle running data processing method for processing data related to a running saddle riding type vehicle.

A saddle type vehicle is a vehicle that turns by utilizing the balance between centrifugal force and gravity. The running conditions such as the balance of centrifugal force and gravity in a saddle-type vehicle during turning differ depending on the rider even when running on the same course. The running state of the saddle riding type vehicle during turning may be changed by the rider's intention.

A vehicle control device that controls a saddle-type vehicle based on data related to the saddle-type vehicle that is running has been proposed. For example, the vehicle control device of Patent Document 1 determines the traveling state based on the vehicle speed and the steering angle, and adjusts the steering damping force based on the determined traveling state. Further, the vehicle control device of Patent Document 2 changes the control of the engine rotation speed depending on whether or not the condition regarding the traveling state of the saddle riding type vehicle is satisfied. Further, the vehicle control device of Patent Document 3 detects a physical quantity that changes according to the running state of the saddle riding type vehicle, and controls the fuel injection amount based on this physical quantity. In the vehicle control devices of Patent Documents 1 to 3, plural types of data are output to the control unit in the vehicle control device. After outputting the plurality of types of data, the control unit performs processing for controlling the vehicle based on the plurality of types of output data.

Also, for example, as in Patent Document 4, there is a data recording device that accumulates a plurality of types of data acquired from a plurality of sensors that detect a plurality of running states. The data recording device outputs, for example, a plurality of types of accumulated data after the vehicle has traveled to an analysis device for analyzing the traveling state of the vehicle. After outputting the plurality of types of data, the analysis device performs a process of analyzing the plurality of types of output data.

JP, 2009-292258, A International Publication No. 2014/142211 JP 2005-220766 A Japanese Unexamined Patent Publication No. 8-331158

A saddle-ride type vehicle travel data processing method and a saddle-ride type vehicle travel data processing method improve post-processing of data by increasing efficiency of post-processing of a plurality of types of data output from the saddle-ride type vehicle travel data processing apparatus. It is required to reduce the hardware resources of the device that performs the above.

INDUSTRIAL APPLICABILITY The present invention relates to a data recording device that accumulates data related to a running saddle type vehicle and a vehicle control device that controls a saddle type vehicle based on data related to a running saddle type vehicle. In a saddle riding type vehicle running data processing device for processing data related to a running saddle riding type vehicle, it is an object of the present invention to make post-processing of output data efficient and reduce hardware resources.
Further, the present invention is a straddle-type vehicle travel data processing method for processing data related to a saddle-ride type vehicle that is traveling by the above-described saddle-ride type vehicle travel data processing device, in which post-processing of output data is efficiently performed. To reduce hardware resources.

(1) A straddle-type vehicle travel data processing device according to the present invention is based on a data recording device that accumulates data related to a running saddle-ride type vehicle and data related to the running saddle-ride type vehicle. A straddle-type vehicle travel data processing device, such as a vehicle control device for controlling the saddle-ride type vehicle, which processes data related to the saddle-ride type vehicle during travel, comprising: (A) (a1) 0 m It is connected to an approach area between a first straight line having a length of 65 m or less and a second straight line parallel to the first straight line and separated from the first straight line by 2 m, and a central angle of 90, which is connected to an end of the first straight line. Is connected to the end of the second straight line and a first arc having a radius of 2 ° or more and 10 m or less and a radius of 2 ° or more and 270 ° or less, is concentric with the first circular arc, and is located radially outside of the first circular arc. A travel locus of the straddle-type vehicle in an approach turning area including a first turning area between the second turning arc and the approach turning area so as to enter the first turning area from the approach area. First approach turning locus data relating to a first approach turning locus, which is a running locus of the saddle riding type vehicle when continuously running over the whole area, and (a2) when the first approach turning locus is run. Saddle-type vehicle travel data acquisition processing for acquiring first approach front-turn acceleration data related to vehicle front-direction acceleration of the saddle-ride type vehicle; and (B) the first approach turn trajectory data and the first The first straddle-type vehicle traveling in which the vehicle-front-direction acceleration of the straddle-type vehicle when traveling on the first approach-turning trajectory and the first approach-turning trajectory is associated based on the approach-turning forward acceleration data. A straddle-type vehicle travel composite data generation process for generating composite data and (C) the first saddle-ride type vehicle travel composite data generated by the saddle-ride type vehicle travel composite data generation process are stored in a storage unit. Straddle-type vehicle traveling composite data storage processing, and (D) straddle-type vehicle traveling composite data stored by the saddle-riding type vehicle traveling composite data storage processing is output to an output target And a processor configured or programmed to perform the travel composite data output process.

According to this configuration, the saddle type vehicle travel data processing device of the present invention includes a saddle type vehicle travel data acquisition process, a saddle type vehicle travel composite data generation process, and a saddle type vehicle travel composite data storage process, And a saddle-ride type vehicle traveling composite data output process. In the saddle riding type vehicle travel data acquisition process, the first approach turning trajectory data and the first approach turning front direction acceleration data are acquired. The first approach turning locus data is data related to the first approach turning locus. The first approach turning locus is a running locus of the saddle type vehicle in the approach turning area including the approach area and the first turning area. The approach region is a region between a first straight line that is greater than 0 m and 65 m or less and a second straight line that is parallel to the first straight line and is 2 m away from the first straight line. The first turning region is connected to an end of the first straight line and a first circular arc, is connected to the end of the second straight line, is concentric with the first circular arc, and is located radially outside the first circular arc. It is an area between two arcs. The first arc has a central angle of 90 ° or more and 270 ° or less and a radius of 2 m or more and 10 m or less. The first approach turning locus is a running locus of the straddle-type vehicle in the approach turning area when the vehicle continuously runs over the entire approach turning area so as to enter the first turning area from the approach area. The first approach turning front direction acceleration data is data relating to the acceleration in the vehicle front direction of the saddle type vehicle when traveling on the first approach turning locus. In the saddle riding type vehicle traveling composite data generation processing, the first straddling type vehicle traveling composite data is generated based on the first approach turning trajectory data and the first approach turning front direction acceleration data. The first straddle-type vehicle traveling composite data is data in which the first approach turning locus and the acceleration in the vehicle front direction of the saddle type vehicle when traveling on the first approach turning locus are associated with each other. In the saddle-ride type vehicle traveling composite data storage process, the first saddle-ride type vehicle traveling composite data generated by the saddle-ride type vehicle traveling composite data generation process is stored in the storage unit. In the saddle-ride type vehicle traveling composite data output process, the first saddle-ride type vehicle traveling composite data stored by the saddle-ride type vehicle traveling composite data storage process is output to the output target. The first approach turning locus is a running locus of the straddle-type vehicle during turning and before going straight. Therefore, the first straddle-type vehicle traveling composite data in which the traveling loci of the straddle-type vehicle during turning and before straightening are associated with the acceleration in the vehicle front direction is output to the output target.

The output target may or may not be included in the saddle riding type vehicle travel data processing device. When the saddle riding type vehicle travel data processing device is a vehicle control device, the first saddle riding type vehicle travel composite data may be output to a processor for engine control or brake control in the vehicle control device, for example. The processor for engine control or brake control can perform engine control or brake control of the saddle riding type vehicle by using the output first saddle riding type vehicle traveling composite data. When the saddle riding type vehicle travel data processing device is a vehicle control device, the first saddle riding type vehicle travel composite data may be output to, for example, a display device included in the saddle riding type vehicle. When the saddle riding type vehicle traveling data processing device is a data recording device, the first saddle riding type vehicle traveling composite data is output to, for example, an external storage device (secondary storage device, auxiliary storage device) connected to the data recording device. May be done. The first straddle-type vehicle traveling composite data stored in the external storage device may be used for analysis of the traveling state of the straddle-type vehicle. When the saddle riding type vehicle traveling data processing device is a data recording device, the first saddle riding type vehicle traveling composite data may be output to a computer external to the data recording device. The first saddle riding type vehicle traveling composite data may be output to a printing device or a display device.

A saddle-type vehicle is a vehicle that makes turns not only by changing the behavior of the vehicle but also by changing the posture of the rider. Even when riding on the same course, the rider's posture changes and the vehicle's behavior varies depending on the rider. Therefore, the traveling state such as the balance between the centrifugal force and the gravity in the saddle riding type vehicle during turning may be changed by the rider's intention. Therefore, the running locus and the forward acceleration of the saddle riding type vehicle during turning and before going straight ahead are closely related to the running state of the saddle riding type vehicle determined by the rider's intention. In addition, the running locus of the straddle-type vehicle and the acceleration in the vehicle front direction are closely related to each other during turning and during straight ahead before turning. The running locus of the straddle-type vehicle and the acceleration in the vehicle front direction during turning and straight ahead before turning are particularly likely to reflect the running state of the straddle-type vehicle. Therefore, the first straddle-type vehicle traveling composite data in which the traveling loci of the saddle-ride type vehicle during the turn and the straight advance before the turn are associated with the acceleration in the vehicle front direction largely reflects the running state of the straddle-type vehicle. ing. Therefore, after the first saddle riding type vehicle traveling composite data is output to the output target, it is easy to utilize the first saddle riding type vehicle traveling composite data. Specifically, the output first straddle-type vehicle traveling composite data is easily used for output of the vehicle, for example, for controlling the vehicle or analyzing the traveling state of the vehicle.

Here, the speed in the vehicle front direction of the straddle-type vehicle during turning becomes higher as the turning radius becomes larger, and becomes lower as the turning radius becomes smaller. The speed in the forward direction of the vehicle is hereinafter referred to as the vehicle speed. If the radius of the first circular arc that is the inner peripheral edge of the first turning region is larger than 10 m, the vehicle speed of the saddle riding type vehicle that is turning in the first turning region is relatively high. Therefore, when the radius of the first circular arc is larger than 10 m, there is not much difference in centrifugal force even if the vehicle speed of the saddle riding type vehicle turning in the first turning region is different. Therefore, there is not much difference in the traveling state of the saddle riding type vehicle when traveling on the first approach turning locus. Therefore, if the radius of the first arc is larger than 10 m, there is not much difference in the traveling state of the saddle riding type vehicle when traveling on the first approach turning locus, and therefore the first straddle type vehicle traveling composite data is obtained. It is difficult to use.
On the other hand, since the radius of the first arc of the present invention is 10 m or less, the vehicle speed of the straddle-type vehicle that is turning in the first turning region is relatively low. Therefore, if the vehicle speeds of the saddle riding type vehicle turning in the first turning region are different, the centrifugal force is different. When the radius of the first circular arc is 10 m or less, the difference in the traveling state of the saddle type vehicle when traveling on the first approach turning locus becomes large. The difference in the running state of the saddle riding type vehicle when traveling on the first approach turning locus is due to the difference between the first approach turning locus and the acceleration in the vehicle front direction of the saddle riding type vehicle when running on the first approach turning locus. It is easy to be reflected. As a result, when the radius of the first arc is 10 m or less, it is easy to utilize the first saddle riding type vehicle traveling composite data.

Normally, the acceleration in the vehicle left-right direction of the saddle riding type vehicle while turning is about 0.1 G to 0.8 G (about 1 to 8 m / s ² ). The first arc has a central angle of 90 ° or more and 270 ° or less and a radius of 2 m or more and 10 m or less. Therefore, the vehicle speed of the straddle-type vehicle that is turning in the first turning region having the first arc as the inner peripheral edge is, for example, about 5 to 32 km / h. If the vehicle speed of the straddle-type vehicle that is turning in the first turning region is different, the centrifugal force greatly differs. Therefore, when the center angle of the first arc is 90 ° or more and 270 ° or less and the radius is 2 m or more and 10 m or less, the difference in the traveling state of the saddle riding type vehicle when traveling on the first approach turning locus becomes more remarkable. appear. Therefore, the difference in the traveling state of the straddle-type vehicle when traveling on the first approach turning trajectory is likely to be reflected in the difference between the first approach turning trajectory and the acceleration in the vehicle front direction when traveling along the first approach turning trajectory. . As a result, since the central angle of the first arc is 90 ° or more and 270 ° or less and the radius is 2 m or more and 10 m or less, it is easier to utilize the first saddle riding type vehicle traveling composite data.

If the straddle-type vehicle only decelerates or both accelerates and decelerates while going straight before turning, the distance required for going straight is greater than 0 m and not more than 65 m. The length of the first straight line in the approach area is greater than 0 m and 65 m or less. As a result, the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus and the first approach turning locus is more dependent on the running state of the saddle riding type vehicle when running on the first approach turning locus. It is easy to be reflected. As a result, since the length of the first straight line in the approach area is greater than 0 m and less than or equal to 65 m, the first saddle riding type vehicle traveling composite data can be more easily utilized.

The distance between the first straight line and the second straight line is 2 m. Since the second circular arc is arranged concentrically with the first circular arc, the distance between the first circular arc and the second circular arc is also 2 m. In this way, the width of the approach turning area is 2 m.
Here, when the saddle riding type vehicle is a motorcycle or a tricycle, the length of the saddle riding type vehicle in the vehicle front direction is about 1.8 to 2.6 m, and the width of the saddle riding type vehicle The length in the direction) is about 0.5 to 1.1 m. When the straddle-type vehicle is a four-wheel buggy, the length of the straddle-type vehicle in the vehicle front direction is about 1.4 to 2.0 m, and the width of the straddle-type vehicle is 0.7 to 1. It is about 2 m. When the saddle type vehicle is a snowmobile, the length of the saddle type vehicle in the vehicle front direction is about 2.0 to 4.0 m, and the width of the saddle type vehicle is 1.0 to 1.2 m. It is a degree. When the saddle riding type vehicle is a water motorcycle, the length of the saddle riding type vehicle in the vehicle front direction is about 2.0 to 4.0 m, and the width of the saddle riding type vehicle is 0.7 to 1.3 m. It is a degree.
Therefore, the width (2 m) of the approach turning area is about twice the average width of the saddle type vehicle and about 1.5 times the maximum width of the saddle type vehicle. Considering the width and the total length of the straddle-type vehicle, the width (2 m) of the approach-turning area allows the straddle-type vehicle to make a U-turn in the approach-turning area while allowing the saddle-type vehicle to travel freely. The width is impossible. Here, the U-turn is a turn of 180 °. The U-turn in the approach turning area is a U-turn that does not follow the edge of the approach turning area.
When there is a possibility that the first saddle riding type vehicle traveling composite data is generated in association with the traveling locus when making a U-turn in the approach turning area, it becomes difficult to utilize the first saddle riding type vehicle traveling composite data. . This is because the first straddle-type vehicle traveling composite data generated in association with the traveling trajectory when making a U-turn in the approach turning area and the traveling when traveling in the approach turning area along the edge of the approach turning area. This is because the first straddle-type vehicle traveling composite data generated in association with the trajectory cannot be treated in the same row when it is used for controlling the vehicle or analyzing the traveling state of the vehicle.
In the present invention, since the width of the approach turning area is 2 m, it is possible to exclude the possibility that the first approach turning path is a running path that makes a U-turn in the approach turning area. Therefore, the first straddle-type vehicle traveling composite data can be more easily utilized.

In this way, since it is easy to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easy. Since the post-processing of the output first straddle-type vehicle travel composite data is easy, it is possible to reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing apparatus of the present invention can reduce the hardware resources by making post-processing of output data more efficient.

(2) According to another aspect of the present invention, it is preferable that the straddle-type vehicle traveling data processing device of the present invention has the following configuration in addition to the configuration of (1) above.
In the straddle-type vehicle travel data acquisition process, (a3) is a travel locus of the saddle-ride type vehicle when the vehicle continuously travels at least one round in an annular region including the approach turning region, the first approach A first annular locus data related to a first annular locus including a turning locus; and (a4) including the first approach forward turning acceleration data, the saddle riding type vehicle when traveling on the first annular locus First annular forward acceleration data related to vehicle forward acceleration is acquired.
In the saddle riding type vehicle traveling composite data generation process, the saddle riding when traveling on the first annular trajectory and the first annular trajectory based on the first annular trajectory data and the first annular forward acceleration data. The first straddle-type vehicle traveling composite data in which the acceleration in the vehicle front direction of the type vehicle is associated is generated.

According to this configuration, the first straddle-type vehicle travel composite data is data in which the first annular locus and the acceleration of the saddle-type vehicle when traveling on the first annular locus are associated with each other. The first circular locus is a circular traveling locus including the first approach turning locus. The first annular locus has a traveling locus during at least two turns. Therefore, the first straddle-type vehicle traveling composite data associated with the first annular trajectory is more straddle-type vehicle than the first straddle-type vehicle traveling composite data acquired when the vehicle makes only one turn. The accuracy (reliability) of the data that reflects the running state of is high. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can make post-processing of output data efficient and further reduce hardware resources.

(3) According to another aspect of the present invention, the straddle-type vehicle travel data processing device of the present invention preferably has the following configuration in addition to the configuration of (2) above.
When the traveling direction of the straddle-type vehicle in the first annular locus is the forward direction, the first annular locus is connected to the rear end of the first approach turning locus, and is the first approach turning locus. It includes a traveling locus in which the turning direction is different.

According to this configuration, the traveling locus that is connected to the rear end of the first approach turning locus is different from the first approach turning locus in the turning direction. Therefore, the accuracy of the first straddle-type vehicle traveling composite data as data reflecting the traveling state of the saddle-riding type vehicle is greater than that of the first saddle-riding type vehicle traveling complex data obtained when the turning directions are all the same. High reliability). Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(4) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing device of the present invention has the following configuration in addition to the configuration of (2) above.
When the traveling direction of the straddle-type vehicle on the first annular trajectory is the forward direction, the first annular trajectory is connected to the rear end of the first approach turning trajectory, and It includes a traveling locus during a turn having the same turning direction.

According to this configuration, the running locus connected to the rear end of the first approach turning locus is the same as the first approach turning locus in the turning direction. In the present invention, the first straddle-type vehicle traveling composite data associated with the first annular trajectory that continuously turns in the same direction in this manner is output to the output target.

(5) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing device of the present invention has the following configuration in addition to the configuration of (2) above.
The first annular region has a distance between the inner peripheral edge and the outer peripheral edge of 2 m, and when the direction in which the saddle-ride type vehicle travels in the first annular region is the front direction, the annular region is The area is (i) in addition to the approach turning area, a linear second straight area connected to the front end of the first turning area, and a front end of the second straight area and a rear end of the approach area. Or a second annular region including a circular arc shaped second swirl region, or (ii) in addition to the approach swirl region, connected to the front end of the first swirl region and shorter than the approach region. A linear second linear region and a curved second turning region connected to the front end of the second linear region, wherein the turning direction of the second turning region in the first annular locus is the approach turning region. Second swivel area different from the swirl direction, a linear third linear area connected to the front end of the second swivel area, and a curved third swirl connected to the front end of the third linear area. And a third turning region in which the turning direction of the third turning region in the first annular locus is the same as the turning direction of the second turning region, and is connected to the front end of the third turning region. A straight fourth straight region and a curved fourth swivel region connected to the front end of the fourth straight region, wherein the swirl direction of the fourth swirl region in the first annular locus is the third swirl The fourth turning area different from the turning direction of the area, and the front end of the fourth turning area, which is connected to the fifth end of the fifth linear area and the fifth linear area that is linear and is longer than the fourth linear area. And a fifth curved turning region in which the turning direction of the fifth turning region in the first annular locus is the same as the turning direction of the fourth turning region. A linear sixth linear region that is connected to the front end of the turning region and is longer than the third linear region, and a curved sixth turning region that is connected to the front end of the sixth linear region and the rear end of the approach region. And a second annular region including the sixth turning region in which the turning direction of the sixth turning region in the first annular trajectory is the same as the turning direction of the fifth turning region, or ( iii) In addition to the approach turning area, a linear second linear area connected to the front end of the first turning area and shorter than the approach area, and a curvilinear shape connected to the front end of the second linear area. In the second turning area, the turning direction of the second turning area in the first annular locus is different from the turning direction of the approach turning area. A second turning region, a linear third linear region connected to the front end of the second turning region, and a curved third turning region connected to the front end of the third linear region, A third turning area in which a turning direction of the third turning area in the one annular trajectory is different from a turning direction of the second turning area, and a linear fourth linear area connected to a front end of the third turning area, A fourth curved turning region connected to the front end of the fourth straight region, wherein the turning direction of the fourth turning region in the first annular locus is different from the turning direction of the third turning region. A turning region; a linear fifth straight region connected to the front end of the fourth turning region; and a curved fifth turning region connected to the front end of the fifth straight region, wherein the first annular shape The turning direction of the fifth turning area in the locus is connected to the fifth turning area different from the turning direction of the fourth turning area and the front end of the fifth turning area, and is longer than the second to fifth linear areas. A straight sixth linear region and a curved sixth turning region connected to the front end of the sixth linear region, wherein the turning direction of the sixth turning region in the first annular locus is the fifth turning The sixth turning region which is the same as the turning direction of the region, the linear seventh straight line region connected to the front end of the sixth turning region, the front end of the seventh straight line region and the rear end of the approach region. A connected curved seventh turning area, including a seventh turning area in which the turning direction of the seventh turning area in the first annular locus is the same as the turning direction of the sixth turning area, The area surrounded by the annular locus is a third annular area having an E-shape, or (iv) a linear shape connected to the front end of the first turning area in addition to the approach turning area. Of the second straight line region and a curved second swivel region connected to the front end of the second straight line region, and the swirling direction of the second swivel region in the first annular locus is the swivel of the approach swirl region. A second turning region different from the direction, a linear third linear region connected to the front end of the second turning region, and a curved third turning region connected to the front end of the third linear region. The third turning region in which the turning direction of the third turning region in the first annular locus is different from the turning direction of the second turning region, and a linear fourth connecting to the front end of the third turning region. A curved linear fourth turning region connected to a straight region and a front end of the fourth straight region and a rear end of the approach region, the fourth turning region in the first annular locus; A fourth annular region including a fourth turning region whose turning direction is different from the turning direction of the third turning region.

The first annular area includes an approach turning area, a linear second linear area, and an arcuate second turning area. Therefore, the first annular region has a simple shape without a recess. Although the shape is simple, the first annular locus when traveling in the first annular region has a traveling locus during two turns and a traveling locus when traveling straight before and after the turning. Therefore, the traveling locus and the acceleration in the vehicle front direction when traveling in the first annular region largely reflect the traveling state of the straddle-type vehicle. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle.
The first circular locus when traveling in the second to fourth annular regions includes a traveling locus during four or more turns. Further, the first annular locus when traveling in the second to fourth annular regions includes both a traveling locus having the same turning direction as the first approach turning locus and a traveling locus having different turning directions from the first approach turning locus. .. Therefore, the first straddle-type vehicle traveling composite data in which the first annular locus when traveling in the second to fourth annular regions and the acceleration in the vehicle front direction are associated with each other is the first saddle riding when the turning directions are all the same. The accuracy (reliability) of the data reflecting the running state of the saddle riding type vehicle is higher than that of the type vehicle traveling composite data. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle.
Therefore, regardless of which of the first to fourth annular regions the annular region is, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(6) According to another aspect of the present invention, a straddle-type vehicle traveling data processing apparatus of the present invention may have the following configuration in addition to any one of the configurations (1) to (5). preferable.
In the saddle riding type vehicle travel data acquisition processing, first approach turning left / right direction acceleration data relating to vehicle lateral direction acceleration of the saddle riding type vehicle when traveling on the first approach turning locus is acquired.
In the saddle-ride type vehicle traveling composite data generation process, the first saddle-ride type vehicle traveling composite data is the first approach turning trajectory data, the first approach turning front direction acceleration data, and the first approach turning left / right direction. Based on the acceleration data, the first approach turning locus, the acceleration in the vehicle front direction of the straddle-type vehicle when traveling on the first approach turning locus, and the acceleration when traveling on the first approach turning locus. It is generated by associating the lateral acceleration of the straddle-type vehicle.

According to this configuration, the first straddle-type vehicle traveling composite data includes the first approach turning locus, the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus, and the first approach turning locus. Is data associated with the acceleration in the vehicle left-right direction of the straddle-type vehicle when traveling.
A straddle-type vehicle is a vehicle that makes a turn using not only changes in the behavior of the vehicle but also changes in the posture of the rider. Therefore, the acceleration in the lateral direction of the vehicle during turning and during straight ahead before turning is closely related to the running state of the saddle riding type vehicle determined by the rider's intention. Further, the traveling locus of the saddle riding type vehicle, the acceleration in the front direction of the vehicle, and the acceleration in the left-right direction of the vehicle are closely related to each other during turning and during straight ahead before turning. Therefore, the first straddle-type vehicle traveling composite data largely reflects the traveling state of the straddle-type vehicle. Therefore, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can make post-processing of output data efficient and further reduce hardware resources.

(7) According to another aspect of the present invention, a straddle-type vehicle travel data processing device of the present invention may have the following configuration in addition to any one of the configurations (1) to (6). preferable.
The processor is configured to further execute a rider identification data acquisition process for acquiring first rider identification data for identifying a rider who rides on the straddle-type vehicle when traveling on the first approach turning locus. Alternatively, in the saddle-ride type vehicle traveling composite data generation process, the first saddle-ride type vehicle traveling composite data is the first approach turning trajectory data and the first approach turning front direction acceleration data. Based on the first rider identification data, the first approach turning locus, the acceleration in the vehicle front direction of the straddle-type vehicle when traveling on the first approach turning locus, and the first approach turning locus are calculated. It is generated by associating a rider who gets on the saddle type vehicle when traveling.

According to this configuration, the first straddle-type vehicle traveling composite data is associated with the rider who gets on the straddle-type vehicle when traveling on the first approach turning locus. The running locus of the saddle riding type vehicle and the acceleration in the front direction of the vehicle during turning and before going straight are closely related to the running state of the saddle riding type vehicle which is determined by the rider's intention. Even when traveling in the same approach turning region, the riding state of the saddle riding type vehicle differs for each rider. The first straddle-type vehicle traveling composite data reflects the traveling state of the rider's unique straddle-type vehicle. Therefore, it becomes easy to utilize the output first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(8) According to another aspect of the present invention, a straddle-type vehicle travel data processing device of the present invention may have the following configuration in addition to any one of the configurations (1) to (7). preferable.
In the straddle-type vehicle travel data acquisition processing, the approach is performed so that a saddle-ride type vehicle that is the same as or different from the saddle-ride type vehicle that has traveled on the approach turning trajectory enters the first turn area from the approach area. Second approach turning locus data relating to the second approach turning locus, which is a running locus when continuously running over the entire turning region, and the saddle-ride type vehicle when the second approach turning locus is run. The second approach turning front acceleration data related to the vehicle forward acceleration is acquired, and the second approach turning trajectory data and the second approach turning front acceleration data are obtained in the saddle riding type vehicle traveling composite data generation processing. Based on the second approach turning locus and second saddle riding type vehicle traveling composite data in which the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the second approach turning locus is associated, In the saddle-ride type vehicle traveling composite data storage processing, the second saddle-ride type vehicle traveling composite data generated by the saddle-ride type vehicle traveling composite data generation processing is stored in the storage unit.

According to this configuration, the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data are stored in the storage unit. The second saddle riding type vehicle traveling composite data is data in which the second approach turning locus different from the first approach turning locus and the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the second approach turning locus are associated with each other. is there. Therefore, in the saddle riding type vehicle running data processing device, it is possible to compare the first saddle riding type vehicle running composite data and the second saddle riding type vehicle running composite data, obtain a difference, and combine them. That is, the degree of freedom in processing (utilizing) the first saddle riding type vehicle traveling composite data in the saddle riding type vehicle traveling data processing device is increased.

(9) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing device of the present invention has the following configuration in addition to the configuration of (8) above.
The processor associates the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data stored in the storage unit in the saddle riding type vehicle traveling composite data storage processing with each other to make a saddle riding type. The saddle-type vehicle travel integrated composite data generation process for generating vehicle travel integrated composite data is further configured or programmed, and in the first saddle-type vehicle travel composite data output process, the saddle type vehicle The saddle riding type vehicle traveling integrated compound data generated by the riding type vehicle traveling integrated compound data generation process is output to the output target.

According to this configuration, the saddle riding type vehicle traveling integrated data in which the first saddle riding type vehicle traveling compound data and the second saddle riding type vehicle traveling compound data are associated is output to the output target. The saddle-ride type vehicle traveling integrated data may be, for example, data generated by a difference, comparison or combination of the first saddle-type vehicle traveling combined data and the second saddle-type vehicle traveling combined data. The saddle-ride type vehicle traveling integrated data may include first saddle-ride type vehicle travel combined data and second straddle-type vehicle travel combined data. In this case, the output target can be subjected to processing such as difference, comparison, and combination of the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data. Whichever the saddle riding type vehicle traveling integrated composite data is, it is easy to utilize the saddle riding type vehicle traveling integrated data in the output target, for example, for controlling the vehicle or analyzing the running state of the vehicle. Since it is easy to utilize the saddle-ride type vehicle traveling integrated data, it is easy to post-process the outputted saddle-type vehicle traveling integrated data. Since the post-processing of the outputted saddle-ride type vehicle traveling integrated data is easy, it is possible to reduce the output hardware resources to which the saddle-type vehicle traveling integrated data is output.
As described above, the straddle-type vehicle travel data processing apparatus of the present invention can reduce the hardware resources by making post-processing of output data more efficient.

(10) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing device of the present invention has the following configuration in addition to the configuration of (9) above.
The processor includes first rider identification data for identifying a rider who rides on the saddle riding type vehicle when traveling on the first approach turning locus, and the saddle riding type when traveling on the second approach turning locus. The saddle-ride type vehicle travel composite data generation process is further configured or programmed to further execute a rider identification data acquisition process for acquiring second rider identification data for identifying a rider on a vehicle. The first straddle-type vehicle travel composite data is based on the first approach turning trajectory data, the first approach forward acceleration data, and the first rider identification data, and the first approach turning trajectory, the The vehicle front acceleration of the saddle riding type vehicle when traveling on the first approach turning locus and the rider riding on the saddle riding type vehicle when traveling on the first approach turning locus are generated in association with each other, The second saddle riding type vehicle travel composite data is based on the second approach turning locus data, the second approach turning front direction acceleration data and the second rider identification data, and the second approach turning locus, The acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the second approach turning trajectory and the rider riding on the saddle riding type vehicle when traveling on the second approach turning trajectory are generated in association with each other. In the saddle-ride type vehicle traveling integrated composite data generation process, when the first rider identification data and the second rider identification data are the same, the first saddle-ride type vehicle travel composite data and the second saddle-ride type vehicle The same rider saddle riding type vehicle traveling integrated data is generated by associating the traveling complex data with each other, and in the saddle riding type vehicle traveling complex data output process, the saddle type vehicle traveling integrated data generating process is performed. The same rider saddle riding type vehicle traveling integrated data is output to the output target.

According to this configuration, the first straddle-type vehicle traveling composite data is associated with the rider who gets on the straddle-type vehicle when traveling on the first approach turning locus. The second saddle riding type vehicle traveling composite data is associated with the rider who gets on the saddle riding type vehicle when traveling on the second approach turning locus. When the rider traveling on the first approach turning trajectory and the rider traveling on the second approach turning trajectory are the same, the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data are associated with each other. The obtained composite data of the same rider saddle riding type vehicle traveling integrated is output to the output target.
The running locus of the saddle riding type vehicle and the acceleration in the front direction of the vehicle during turning and before going straight are closely related to the running state of the saddle riding type vehicle which is determined by the rider's intention. Even when traveling in the same approach turning region, the riding state of the saddle riding type vehicle differs for each rider. Therefore, in the output target, for example, the difference between the two saddle riding type vehicle traveling composite data of the same rider can be used based on the same rider saddle riding type vehicle traveling integrated data. The same rider-saddle-type vehicle traveling integrated data can be used to reflect the characteristics of each rider. That is, the same rider-saddle-type vehicle traveling integrated composite data output to the output target has a high degree of freedom in utilization and is easy to utilize. Since it is easy to utilize the composite data of the same rider-saddle type vehicle traveling integrated data, it is easy to post-process the outputted composite data of the same rider-saddle type vehicle traveling integrated data. Since the post-processing of the outputted same rider-saddle type vehicle traveling integrated data is easy, it is possible to reduce the hardware resource of the output target of the same rider-saddle type vehicle traveling integrated data.
As described above, the straddle-type vehicle travel data processing apparatus of the present invention can reduce the hardware resources by making post-processing of output data more efficient.

(11) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing device of the present invention has the following configuration in addition to the configuration of (9) above.
The processor includes first rider identification data for identifying a rider who rides on the saddle riding type vehicle when traveling on the first approach turning locus, and the saddle riding type when traveling on the second approach turning locus. The saddle-ride type vehicle travel composite data generation process is further configured or programmed to further execute a rider identification data acquisition process for acquiring second rider identification data for identifying a rider on a vehicle. The first straddle type vehicle traveling composite data is based on the first approach turning trajectory data, the first approach forward acceleration data, and the first rider identification data, and the first approach turning trajectory, the The vehicle front acceleration of the saddle riding type vehicle when traveling on the first approach turning locus and the rider riding on the saddle riding type vehicle when traveling on the first approach turning locus are generated in association with each other, The second saddle riding type vehicle traveling composite data is based on the second approach turning locus data, the second approach turning front direction acceleration data and the second rider identification data, and the second approach turning locus, The acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the second approach turning locus and the rider riding on the saddle riding type vehicle when traveling on the second approach turning locus are generated in association with each other. In the saddle-ride type vehicle travel integrated composite data generation process, when the first rider identification data and the second rider identification data are different, the first saddle-ride type vehicle travel composite data and the second saddle-ride type vehicle Differences are generated by associating the traveling composite data with each other, and the rider-saddle-type vehicle traveling integrated data is generated, and in the saddle-type vehicle traveling composite data output processing, the difference generated by the saddle-riding type vehicle traveling integrated data generation processing. The rider-saddle type vehicle traveling integrated data is output to the output target.

According to this configuration, the first straddle-type vehicle traveling composite data is associated with the rider who gets on the straddle-type vehicle when traveling on the first approach turning locus. The second saddle riding type vehicle traveling composite data is associated with the rider who gets on the saddle riding type vehicle when traveling on the second approach turning locus. When the rider traveling on the first approach turning trajectory and the rider traveling on the second approach turning trajectory are different, the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data are associated with each other. The composite data of the different rider-saddle-type vehicle traveling integrated is output to the output target.
The running locus of the saddle riding type vehicle and the acceleration in the front direction of the vehicle during turning and before going straight are closely related to the running state of the saddle riding type vehicle which is determined by the rider's intention. Even when traveling in the same approach turning region, the riding state of the saddle riding type vehicle differs for each rider. Therefore, in the output target, for example, the difference between the two saddle riding type vehicle traveling composite data of different riders can be used based on the different rider saddle riding type vehicle traveling integrated data. Difference Rider Saddle-type vehicle traveling integrated data can be used to reflect differences in riders. That is, the different rider-saddle-type vehicle traveling integrated composite data output to the output target has a high degree of freedom in utilization and is easy to utilize. Since it is easy to utilize the different rider-saddle-type vehicle traveling integrated data, the post-processing of the output different rider-saddle type vehicle traveling integrated data is easy. Since the post-processing of the outputted different rider-saddle type vehicle traveling integrated data is easy, it is possible to reduce the hardware resource of the output destination of the different rider-saddle type vehicle traveling integrated data.
As described above, the straddle-type vehicle travel data processing apparatus of the present invention can reduce the hardware resources by making post-processing of output data more efficient.

(12) According to another aspect of the present invention, a straddle-type vehicle traveling data processing device of the present invention may have the following configuration in addition to any one of the configurations (9) to (11). preferable.
In the saddle-ride type vehicle traveling integrated data generation process, the saddle-type vehicle traveling integrated data is generated by the difference between the first saddle-type vehicle traveling combined data and the second saddle-type vehicle traveling combined data. To be done.

According to this configuration, the saddle riding type vehicle traveling integrated data, which is the difference between the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data, is output to the output target. The difference between the first saddle-ride type vehicle traveling composite data and the second saddle-ride type vehicle traveling composite data is easy to utilize, for example, for controlling the vehicle or analyzing the traveling state of the vehicle. Since it is easy to utilize the saddle-ride type vehicle traveling integrated data, it is easy to post-process the outputted saddle-type vehicle traveling integrated data. Since the post-processing of the outputted saddle-ride type vehicle traveling integrated data is easy, it is possible to reduce the output hardware resources to which the saddle-type vehicle traveling integrated data is output.
As described above, the straddle-type vehicle travel data processing apparatus of the present invention can reduce the hardware resources by making post-processing of output data more efficient.

(13) According to another aspect of the present invention, a straddle-type vehicle traveling data processing apparatus of the present invention may have the following configuration in addition to any one of the configurations (1) to (12). preferable.
At least one of the first approach turning trajectory data and the first approach turning front direction acceleration data is data generated using a GNSS (Global Navigation Satellite System).

According to this configuration, at least one of the first approach turning trajectory data and the first approach turning front direction acceleration data is data generated using GNSS. The first approach turning trajectory data generated using GNSS indicates the first approach turning trajectory with high accuracy. The first approach turning front direction acceleration data generated using the GNSS indicates with high accuracy the vehicle front direction acceleration of the saddle type vehicle when traveling on the first approach turning locus. Therefore, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(14) According to another aspect of the present invention, a straddle-type vehicle travel data processing device of the present invention may have the following configuration in addition to any one of the configurations (1) to (13). preferable.
In the saddle-ride type vehicle traveling composite data generation process, the first saddle-ride type vehicle traveling composite data may include image data based on the first approach turning trajectory data and the first approach turning forward acceleration data. Is generated.

According to this configuration, the first straddle-type vehicle traveling composite data includes image data based on the first approach turning trajectory data and the first approach turning front direction acceleration data. Therefore, the first saddle riding type vehicle traveling composite data more clearly shows the relationship between the first approach turning locus and the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus. Therefore, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(15) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing device of the present invention has the following configuration in addition to the configuration of (6) above.
In the saddle riding type vehicle traveling composite data generation process, the first saddle riding type vehicle traveling composite data may include image data based on the first approach turning locus data and the first approach turning lateral acceleration data. Is generated.

According to this configuration, the first straddle-type vehicle traveling composite data includes image data based on the first approach turning trajectory data and the first approach turning left-right acceleration data. Therefore, the first straddle-type vehicle traveling composite data more clearly shows the relationship between the first approach turning locus and the acceleration in the vehicle left-right direction of the straddle-type vehicle when traveling on the first approach turning locus. Therefore, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(16) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing device of the present invention has the following configuration in addition to the configuration of (6) above.
In the saddle-ride type vehicle traveling composite data generation process, the first saddle-ride type vehicle traveling composite data is generated based on the first approach turning front direction acceleration data and the first approach turning left / right direction acceleration data. It includes image data of a graph in which the vertical axis represents the acceleration of the saddle-ride type vehicle in the vehicle front direction and the horizontal axis represents the acceleration of the saddle-ride type vehicle in the vehicle left-right direction.

According to this configuration, the first straddle-type vehicle traveling composite data is image data of a graph in which the vertical axis represents the acceleration in the vehicle front direction of the saddle-ride type vehicle and the horizontal axis represents the acceleration in the vehicle left-right direction of the saddle-ride type vehicle. including. Therefore, the first straddle-type vehicle traveling composite data shows the relationship between the acceleration in the vehicle front direction of the straddle-type vehicle and the acceleration in the vehicle left-right direction of the saddle-type vehicle when traveling on the first approach turning trajectory. Show clearly. Therefore, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(17) According to another aspect of the present invention, a straddle-type vehicle travel data processing device of the present invention may have the following configuration in addition to any one of the configurations (1) to (16). preferable.
The first approach turning trajectory is a first approach trajectory that is a traveling trajectory of the saddle riding type vehicle when traveling in the approach area, and a traveling trajectory of the saddle riding type vehicle when traveling in the first turning area. The first turning vehicle attitude data relating to the attitude of the saddle riding type vehicle when traveling on the first turning path in the saddle riding type vehicle travel data acquisition processing, The first turning rider posture data relating to the posture of the rider on the saddle riding type vehicle when traveling on the first turning locus is acquired, and in the saddle riding type vehicle traveling composite data generation process, the first saddle type The riding-type vehicle traveling composite data is based on the first approach turning trajectory data, the first approach turning front direction acceleration data, the first turning vehicle attitude data, and the first turning rider attitude data, and the first approach turning. Trajectory, acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning trajectory, posture of the saddle riding type vehicle when traveling on the first turning trajectory, and the first turning trajectory It is generated by associating the posture of the rider who gets on the saddle-ride type vehicle when traveling.

According to this configuration, the first straddle-type vehicle traveling composite data includes the first approach turning locus, the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus, and the first approach turning locus. The data is associated with the attitude of the saddle riding type vehicle when traveling on the vehicle and the attitude of the rider riding the saddle riding type vehicle when traveling on the first approach turning locus.
A straddle-type vehicle is a vehicle that makes a turn using not only changes in the behavior of the vehicle but also changes in the posture of the rider. Therefore, the posture of the rider and the behavior of the vehicle during and before the turn are closely related to the running state of the saddle riding type vehicle determined by the rider's intention. Therefore, the first straddle-type vehicle traveling composite data largely reflects the traveling state of the straddle-type vehicle. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data. Since it becomes easy to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easy. Since the post-processing of the output first straddle-type vehicle travel composite data is easy, it is possible to reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing apparatus of the present invention can reduce the hardware resources by making post-processing of output data more efficient.

(18) According to another aspect of the present invention, a straddle-type vehicle traveling data processing apparatus of the present invention may have the following configuration in addition to any one of the configurations (1) to (17). preferable.
The first approach turning trajectory is an environment in which at least one approach turning guide unit is provided for guiding the traveling direction of the saddle type vehicle so that the saddle type vehicle travels in the approach turning area. It is a traveling locus when traveling in.

According to this configuration, the first approach turning locus is a running locus obtained by running in an environment where at least one approach turning guide section is provided. The straddle-type vehicle is guided in its traveling direction by the approach turning guide portion so as to travel in the approach turning region. The approach turning guide portion facilitates setting the approach turning area to a desired size, shape, and position. As a result, it is possible to reduce variations in the running state of the saddle riding type vehicle due to variations in the approach turning area. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(19) According to another aspect of the invention, it is preferable that the straddle-type vehicle travel data processing device of the invention has the following configuration in addition to the configuration of (18).
The first approach turning locus includes a first approach locus which is a running locus of the saddle riding type vehicle when running in the approach area, and the approach turning guide part is configured such that the saddle riding type vehicle is within the approach area. Including at least two approach guide parts for guiding the traveling direction of the saddle-ride type vehicle so that the saddle-ride type vehicle passes between the two approach guide parts. It is a traveling locus when traveling in the approach area while being driven.

According to this configuration, the first approach trajectory of the first approach turning trajectory is a traveling trajectory when traveling in the approach area while passing between the two approach guide portions. The approach guide portion facilitates setting the approach area to a desired length and position. Therefore, it is possible to reduce the variation in the traveling state of the straddle-type vehicle due to the variation in the approach area. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(20) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing device of the present invention has the following configuration in addition to the configuration of (18) or (19).
The first approach turning locus includes a first turning locus that is a running locus of the saddle riding type vehicle when the vehicle is running in the first turning region, and the approach turning guide portion is configured such that the saddle riding type vehicle is the first turning locus. The saddle-riding type vehicle includes at least one turning guide portion for guiding the traveling direction of the saddle-riding type vehicle so as to travel in one turning area, and the first turning locus includes the turning guide portion and the turning guide portion. It is a travel locus when traveling in the first turning region while passing between the second arc and the second arc.

According to this configuration, the first turning locus of the first approach turning locus is a running locus when traveling in the first turning region while passing between the turning guide portion and the second arc. The turning guide portion facilitates setting the first turning area to a desired size, shape, and position. Therefore, it is possible to reduce the variation in the running state of the saddle riding type vehicle due to the variation in the first turning region. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(21) According to another aspect of the present invention, a straddle-type vehicle traveling data processing device of the present invention may have the following configuration in addition to any one of the configurations (18) to (20). preferable.
The approach turning guide unit is configured to limit a traveling direction of the straddle-type vehicle.

According to this configuration, the approach turning guide unit limits the traveling direction of the saddle riding type vehicle. The approach swivel guide portion can reliably set the approach swivel region to a desired size, shape, and position. Therefore, it is possible to further reduce the variation in the traveling state of the straddle-type vehicle due to the variation in the approach turning area. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(22) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing device of the present invention has the following configuration in addition to the configuration of (21) above.
The straddle-type vehicle is capable of traveling on the ground, and the at least one approach turning guide unit is arranged on the ground so that the installation location can be freely changed.

With this configuration, the approach turning guide unit is installed on the ground so that the installation location can be freely changed. Therefore, the approach turning guide unit can be arranged at various places. Therefore, the approach turning area can be set at a place other than the road, such as a parking lot.
Further, it is easy to change the position of the approach turning guide portion. Therefore, the size, shape, and position of the approach turning area can be easily changed.
In addition, it is easy to increase the number of approach turning guide portions. By increasing the number of approach swivel guide portions, the approach swirl region can be reliably set to a desired size, shape, and position. Therefore, it is possible to further reduce the variation in the traveling state of the straddle-type vehicle due to the variation in the approach turning area. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing device of the present invention can more efficiently post-process the output data and further reduce hardware resources.

(23) A saddle-ride type vehicle traveling data processing method according to the present invention is based on a data recording device that accumulates data related to a traveling saddle-ride type vehicle and data related to the traveling saddle-ride type vehicle. A saddle riding type vehicle traveling data processing method for processing data related to the straddling type traveling vehicle, such as a vehicle control device for controlling the straddle type vehicle, comprising: (A) (a1) 0m It is connected to an approach area between a first straight line having a length of 65 m or less and a second straight line parallel to the first straight line and separated from the first straight line by 2 m, and a central angle of 90, which is connected to an end of the first straight line. Is connected to the end of the second straight line and a first arc having a radius of 2 ° or more and 10 m or less and a radius of 2 ° or more and 270 ° or less, is concentric with the first circular arc, and is located radially outside of the first circular arc. A travel locus of the straddle-type vehicle in an approach turning area including a first turning area between the second turning arc and the approach turning area so as to enter the first turning area from the approach area. First approach turning locus data relating to a first approach turning locus, which is a running locus of the saddle riding type vehicle when continuously running over the whole area, and (a2) when the first approach turning locus is run. Saddle-type vehicle travel data acquisition processing for acquiring first approach front-turn acceleration data related to vehicle front-direction acceleration of the saddle-ride type vehicle; and (B) the first approach turn trajectory data and the first The first straddle-type vehicle traveling in which the vehicle-front-direction acceleration of the straddle-type vehicle when traveling on the first approach-turning trajectory and the first approach-turning trajectory is associated based on the approach-turning forward acceleration data. A straddle-type vehicle travel composite data generation process for generating composite data, and (C) the first saddle-ride type vehicle travel composite data generated by the saddle-type vehicle travel composite data generation process are stored in a storage unit. Straddle-type vehicle traveling composite data storage processing, and (D) straddle-type vehicle traveling composite data stored by the straddle-type vehicle traveling composite data storage processing is output to an output target And a traveling composite data output process.

According to this configuration, the saddle riding type vehicle running data processing method of the present invention is a saddle riding type vehicle running data acquisition process, a saddle riding type vehicle running composite data generation process, a saddle riding type vehicle running composite data storage process, And a saddle-ride type vehicle traveling composite data output process. In the saddle riding type vehicle travel data acquisition process, the first approach turning trajectory data and the first approach turning front direction acceleration data are acquired. The first approach turning locus data is data related to the first approach turning locus. The first approach turning locus is a running locus of the saddle type vehicle in the approach turning area including the approach area and the first turning area. The approach region is a region between a first straight line that is greater than 0 m and 65 m or less and a second straight line that is parallel to the first straight line and is 2 m away from the first straight line. The first turning region is connected to an end of the first straight line and a first circular arc, is connected to the end of the second straight line, is concentric with the first circular arc, and is located radially outside the first circular arc. It is an area between two arcs. The first arc has a central angle of 90 ° or more and 270 ° or less and a radius of 2 m or more and 10 m or less. The first approach turning locus is a running locus of the straddle-type vehicle in the approach turning area when the vehicle continuously runs over the entire approach turning area so as to enter the first turning area from the approach area. The first approach turning front direction acceleration data is data relating to the acceleration in the vehicle front direction of the saddle type vehicle when traveling on the first approach turning locus. In the saddle riding type vehicle traveling composite data generation processing, the first straddling type vehicle traveling composite data is generated based on the first approach turning trajectory data and the first approach turning front direction acceleration data. The first straddle-type vehicle traveling composite data is data in which the first approach turning locus and the acceleration in the vehicle front direction of the straddle-type vehicle when traveling on the first approach turning locus are associated with each other. In the saddle-ride type vehicle traveling composite data storage process, the first saddle-ride type vehicle traveling composite data generated by the saddle-ride type vehicle traveling composite data generation process is stored in the storage unit. In the saddle-ride type vehicle traveling composite data output process, the first saddle-ride type vehicle traveling composite data stored by the saddle-ride type vehicle traveling composite data storage process is output to the output target. The first approach turning locus is a running locus of the straddle-type vehicle during turning and before going straight. Therefore, the first straddle-type vehicle traveling composite data in which the traveling loci of the straddle-type vehicle during turning and before straightening are associated with the acceleration in the vehicle front direction is output to the output target.

A saddle-type vehicle is a vehicle that makes turns not only by changing the behavior of the vehicle but also by changing the posture of the rider. Even when riding on the same course, the rider's posture changes and the vehicle's behavior varies depending on the rider. Therefore, the traveling state such as the balance between the centrifugal force and the gravity in the saddle riding type vehicle during turning may be changed by the rider's intention. Therefore, the running locus and the forward acceleration of the saddle riding type vehicle during turning and before going straight ahead are closely related to the running state of the saddle riding type vehicle determined by the rider's intention. In addition, the running locus of the straddle-type vehicle and the acceleration in the vehicle front direction are closely related to each other during turning and during straight ahead before turning. The running locus of the saddle riding type vehicle and the acceleration in the front direction of the vehicle during turning and straight ahead before turning are particularly likely to reflect the running state of the saddle riding type vehicle. Therefore, the first straddle-type vehicle traveling composite data in which the traveling loci of the saddle-ride type vehicle during the turn and the straight advance before the turn are associated with the acceleration in the vehicle front direction largely reflects the running state of the straddle-type vehicle. ing. Therefore, after the first saddle riding type vehicle traveling composite data is output to the output target, it is easy to utilize the first saddle riding type vehicle traveling composite data. Specifically, the output first straddle-type vehicle traveling composite data is easily used for output of the vehicle, for example, for controlling the vehicle or analyzing the traveling state of the vehicle.

If the straddle-type vehicle only decelerates or both accelerates and decelerates while going straight before turning, the distance required for going straight is greater than 0 m and not more than 65 m. The length of the first straight line of the approach area is greater than 0 m and 65 m or less. As a result, the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus and the first approach turning locus is more dependent on the running state of the saddle riding type vehicle when running on the first approach turning locus. It is easy to be reflected. As a result, since the length of the first straight line in the approach area is greater than 0 m and less than or equal to 65 m, the first saddle riding type vehicle traveling composite data can be more easily utilized.

In this way, since it is easy to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easy. Since the post-processing of the output first straddle-type vehicle travel composite data is easy, it is possible to reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can reduce post-processing of output data and reduce hardware resources.

(24) According to another aspect of the invention, it is preferable that the saddle riding type vehicle travel data processing method of the invention has the following configuration in addition to the configuration of (23).
In the straddle-type vehicle travel data acquisition process, (a3) is a travel locus of the saddle-ride type vehicle when the vehicle continuously travels at least one round in an annular region including the approach turning region, the first approach A first annular locus data related to a first annular locus including a turning locus; and (a4) including the first approach forward turning acceleration data, the saddle riding type vehicle when traveling on the first annular locus First annular forward acceleration data related to vehicle forward acceleration is acquired, and in the saddle riding type vehicle traveling composite data generation process, based on the first annular trajectory data and the first annular forward acceleration data, The first straddle-type vehicle traveling composite data in which the vehicle-front acceleration of the straddle-type vehicle when traveling on the first loop-shaped trajectory and the first loop-shaped trajectory is associated is generated.

According to this configuration, the first straddle-type vehicle travel composite data is data in which the first annular locus and the acceleration of the saddle-type vehicle when traveling on the first annular locus are associated with each other. The first circular locus is a circular traveling locus including the first approach turning locus. The first annular locus has a traveling locus during at least two turns. Therefore, the first straddle-type vehicle traveling composite data associated with the first annular trajectory is more straddle-type vehicle than the first straddle-type vehicle traveling composite data acquired when the vehicle makes only one turn. The accuracy (reliability) of the data that reflects the running state of is high. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(25) According to another aspect of the invention, it is preferable that the saddle riding type vehicle travel data processing method of the invention has the following configuration in addition to the configuration of (24).
When the traveling direction of the straddle-type vehicle in the first annular locus is the forward direction, the first annular locus is connected to the rear end of the first approach turning locus, and is the first approach turning locus. It includes a traveling locus in which the turning direction is different.

According to this configuration, the traveling locus that is connected to the rear end of the first approach turning locus is different from the first approach turning locus in the turning direction. Therefore, the accuracy of the first straddle-type vehicle traveling composite data as data reflecting the traveling state of the saddle-riding type vehicle is greater than that of the first saddle-riding type vehicle traveling complex data obtained when the turning directions are all the same. High reliability). Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(26) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing method of the present invention has the following configuration in addition to the configuration of (24).
When the traveling direction of the straddle-type vehicle on the first annular trajectory is the forward direction, the first annular trajectory is connected to the rear end of the first approach turning trajectory, and It includes a traveling locus during a turn having the same turning direction.

(27) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing method of the present invention has the following configuration in addition to the configuration of (24).
The first annular region has a distance between the inner peripheral edge and the outer peripheral edge of 2 m, and when the direction in which the saddle-ride type vehicle travels in the first annular region is the front direction, the annular region is The area is (i) in addition to the approach turning area, a linear second straight area connected to the front end of the first turning area, and a front end of the second straight area and a rear end of the approach area. Or a second annular region including a circular arc shaped second swirl region, or (ii) in addition to the approach swirl region, connected to the front end of the first swirl region and shorter than the approach region. A linear second linear region and a curved second turning region connected to the front end of the second linear region, wherein the turning direction of the second turning region in the first annular locus is the approach turning region. Second swivel area different from the swirl direction, a linear third linear area connected to the front end of the second swivel area, and a curved third swirl connected to the front end of the third linear area. And a third turning region in which the turning direction of the third turning region in the first annular locus is the same as the turning direction of the second turning region, and is connected to the front end of the third turning region. A straight fourth straight region and a curved fourth swivel region connected to the front end of the fourth straight region, wherein the swirl direction of the fourth swirl region in the first annular locus is the third swirl The fourth turning area different from the turning direction of the area, and the front end of the fourth turning area, which is connected to the fifth end of the fifth linear area and the fifth linear area that is linear and is longer than the fourth linear area. And a fifth curved turning region in which the turning direction of the fifth turning region in the first annular locus is the same as the turning direction of the fourth turning region. A linear sixth linear region that is connected to the front end of the turning region and is longer than the third linear region, and a curved sixth turning region that is connected to the front end of the sixth linear region and the rear end of the approach region. And a second annular region including the sixth turning region in which the turning direction of the sixth turning region in the first annular trajectory is the same as the turning direction of the fifth turning region, or ( iii) In addition to the approach turning area, a linear second linear area connected to the front end of the first turning area and shorter than the approach area, and a curvilinear shape connected to the front end of the second linear area. In the second turning area, the turning direction of the second turning area in the first annular locus is different from the turning direction of the approach turning area. A second turning region, a linear third linear region connected to the front end of the second turning region, and a curved third turning region connected to the front end of the third linear region, A third turning area in which a turning direction of the third turning area in the one annular trajectory is different from a turning direction of the second turning area, and a linear fourth linear area connected to a front end of the third turning area, A fourth curved turning region connected to the front end of the fourth straight region, wherein the turning direction of the fourth turning region in the first annular locus is different from the turning direction of the third turning region. A turning region; a linear fifth straight region connected to the front end of the fourth turning region; and a curved fifth turning region connected to the front end of the fifth straight region, wherein the first annular shape The turning direction of the fifth turning area in the locus is connected to the fifth turning area different from the turning direction of the fourth turning area and the front end of the fifth turning area, and is longer than the second to fifth linear areas. A straight sixth linear region and a curved sixth turning region connected to the front end of the sixth linear region, wherein the turning direction of the sixth turning region in the first annular locus is the fifth turning The sixth turning region which is the same as the turning direction of the region, the linear seventh straight line region connected to the front end of the sixth turning region, the front end of the seventh straight line region and the rear end of the approach region. A connected curved seventh turning area, including a seventh turning area in which the turning direction of the seventh turning area in the first annular locus is the same as the turning direction of the sixth turning area, The area surrounded by the annular locus is a third annular area having an E-shape, or (iv) a linear shape connected to the front end of the first turning area in addition to the approach turning area. Of the second straight line region and a curved second swivel region connected to the front end of the second straight line region, and the swirling direction of the second swivel region in the first annular locus is the swivel of the approach swirl region. A second turning region different from the direction, a linear third linear region connected to the front end of the second turning region, and a curved third turning region connected to the front end of the third linear region. The third turning region in which the turning direction of the third turning region in the first annular locus is different from the turning direction of the second turning region, and a linear fourth connecting to the front end of the third turning region. A curved linear fourth turning region connected to a straight region and a front end of the fourth straight region and a rear end of the approach region, the fourth turning region in the first annular locus; A fourth annular region including a fourth turning region whose turning direction is different from the turning direction of the third turning region.

The first annular area includes an approach turning area, a linear second linear area, and an arcuate second turning area. Therefore, the first annular region has a simple shape without a recess. Although the shape is simple, the first annular locus when traveling in the first annular region has a traveling locus during two turns and a traveling locus when traveling straight before and after the turning. Therefore, the traveling locus and the acceleration in the vehicle front direction when traveling in the first annular region largely reflect the traveling state of the straddle-type vehicle. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle.
The first circular locus when traveling in the second to fourth annular regions includes a traveling locus during four or more turns. Further, the first annular locus when traveling in the second to fourth annular regions includes both a traveling locus having the same turning direction as the first approach turning locus and a traveling locus having different turning directions from the first approach turning locus. .. Therefore, the first straddle-type vehicle traveling composite data in which the first annular locus when traveling in the second to fourth annular regions and the acceleration in the vehicle front direction are associated with each other is the first saddle riding when the turning directions are all the same. The accuracy (reliability) of the data reflecting the running state of the saddle riding type vehicle is higher than that of the type vehicle traveling composite data. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle.
Therefore, regardless of which of the first to fourth annular regions the annular region is, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(28) According to another aspect of the present invention, the saddle riding type vehicle travel data processing method of the present invention has the following configuration in addition to any one of the configurations (23) to (27). preferable.
In the saddle riding type vehicle travel data acquisition processing, first approach turning left / right direction acceleration data related to acceleration in the vehicle left / right direction of the saddle riding type vehicle when traveling on the first approach turning locus is acquired, and the saddle In the riding type vehicle traveling composite data generation process, the first saddle riding type vehicle traveling composite data is the first approach turning trajectory data, the first approach turning front direction acceleration data, and the first approach turning lateral direction acceleration data. Based on the first approach turning locus, the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus, and the saddle riding when traveling on the first approach turning locus. It is generated by associating the acceleration in the vehicle left-right direction of the type vehicle.

According to this configuration, the first straddle-type vehicle traveling composite data includes the first approach turning locus, the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus, and the first approach turning locus. Is data associated with the acceleration in the vehicle left-right direction of the straddle-type vehicle when traveling.
A straddle-type vehicle is a vehicle that makes a turn using not only changes in the behavior of the vehicle but also changes in the posture of the rider. Therefore, the acceleration in the lateral direction of the vehicle during turning and during straight ahead before turning is closely related to the running state of the saddle riding type vehicle determined by the rider's intention. Further, the traveling locus of the saddle riding type vehicle, the acceleration in the front direction of the vehicle, and the acceleration in the left-right direction of the vehicle are closely related to each other during turning and during straight ahead before turning. Therefore, the first straddle-type vehicle traveling composite data largely reflects the traveling state of the straddle-type vehicle. Therefore, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(29) According to another aspect of the present invention, the saddle riding type vehicle travel data processing method of the present invention may have the following configuration in addition to any one of the configurations (23) to (28). preferable.
The rider identification data acquisition process for obtaining first rider identification data for identifying a rider riding on the saddle riding type vehicle when traveling on the first approach turning locus is further performed, and the saddle riding type vehicle traveling composite data is obtained. In the generation process, the first saddle riding type vehicle traveling composite data is based on the first approach turning trajectory data, the first approach turning front direction acceleration data, and the first rider identification data, and the first An approach turning locus, an acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus, and a rider riding on the saddle riding type vehicle when traveling on the first approach turning locus. Generated in association.

According to this configuration, the first straddle-type vehicle traveling composite data is associated with the rider who gets on the straddle-type vehicle when traveling on the first approach turning locus. The running locus of the saddle riding type vehicle and the acceleration in the front direction of the vehicle during turning and before going straight are closely related to the running state of the saddle riding type vehicle which is determined by the rider's intention. Even when traveling in the same approach turning region, the riding state of the saddle riding type vehicle differs for each rider. The first straddle-type vehicle traveling composite data reflects the traveling state of the rider's unique straddle-type vehicle. Therefore, it becomes easy to utilize the output first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(30) According to another aspect of the present invention, the saddle riding type vehicle travel data processing method of the present invention may have the following configuration in addition to any one of the configurations (23) to (29). preferable.
In the straddle-type vehicle travel data acquisition processing, the approach is performed so that a saddle-ride type vehicle that is the same as or different from the saddle-ride type vehicle that has traveled on the approach turning trajectory enters the first turn area from the approach area. Second approach turning locus data relating to the second approach turning locus, which is a running locus when continuously running over the entire turning region, and the saddle-ride type vehicle when the second approach turning locus is run. The second approach turning front acceleration data related to the vehicle forward acceleration is acquired, and the second approach turning trajectory data and the second approach turning front acceleration data are obtained in the saddle riding type vehicle traveling composite data generation processing. Based on the second approach turning locus and second saddle riding type vehicle traveling composite data in which the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the second approach turning locus is associated, In the saddle-ride type vehicle traveling composite data storage processing, the second saddle-ride type vehicle traveling composite data generated by the saddle-ride type vehicle traveling composite data generation processing is stored in the storage unit.

(31) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing method of the present invention has the following configuration in addition to the configuration of (30) above.
The first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data stored in the storage unit in the saddle riding type vehicle traveling composite data storage processing are associated with each other to make the saddle riding type vehicle traveling integrated composite. Saddle-type vehicle traveling integrated compound data generation processing for generating data is further performed, and in the first saddle-type vehicle traveling integrated data output processing, the saddle-type vehicle traveling integrated compound data generation processing is performed. The saddle-ride type vehicle traveling integrated data is output to the output target.

According to this configuration, the saddle riding type vehicle traveling integrated data in which the first saddle riding type vehicle traveling compound data and the second saddle riding type vehicle traveling compound data are associated is output to the output target. The saddle-ride type vehicle traveling integrated data may be, for example, data generated by a difference, comparison or combination of the first saddle-type vehicle traveling combined data and the second saddle-type vehicle traveling combined data. The saddle-ride type vehicle traveling integrated data may include first saddle-ride type vehicle travel combined data and second straddle-type vehicle travel combined data. In this case, the output target can be subjected to processing such as difference, comparison, and combination of the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data. Whichever the saddle riding type vehicle traveling integrated composite data is, it is easy to utilize the saddle riding type vehicle traveling integrated data in the output target, for example, for controlling the vehicle or analyzing the running state of the vehicle. Since it is easy to utilize the saddle-ride type vehicle traveling integrated data, it is easy to post-process the outputted saddle-type vehicle traveling integrated data. Since the post-processing of the outputted saddle-ride type vehicle traveling integrated data is easy, it is possible to reduce the output hardware resources to which the saddle-type vehicle traveling integrated data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can reduce post-processing of output data and reduce hardware resources.

(32) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing method of the present invention has the following configuration in addition to the configuration of (31) above.
First rider identification data for identifying a rider riding on the saddle riding type vehicle when traveling on the first approach turning locus, and riding on the saddle riding type vehicle when traveling on the second approach turning locus. Rider identification data acquisition processing for obtaining second rider identification data for identifying a rider is further performed, and in the saddle riding type vehicle traveling composite data generation processing, the first saddle riding type vehicle traveling composite data is the first The first approach turning locus and the saddle riding type when traveling on the first approach turning locus based on the approach turning locus data, the first approach turning front direction acceleration data, and the first rider identification data. The acceleration in the vehicle front direction of the vehicle and the rider riding on the saddle riding type vehicle when traveling on the first approach turning locus are generated in association with each other, and the second saddle riding type vehicle traveling composite data is obtained by 2nd approach turning locus data, said 2nd approach turning front direction acceleration data, and said 2nd approach turning locus, said saddle riding when traveling on said 2nd approach turning locus The vehicle front direction acceleration of the type vehicle and the rider riding the saddle type vehicle when traveling on the second approach turning locus are generated in association with each other, and in the saddle type vehicle traveling integrated compound data generation process, When the first rider identification data and the second rider identification data are the same, the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data are associated with each other and the same rider straddling type vehicle traveling is performed. Integrated composite data is generated, and in the saddle riding type vehicle traveling composite data output process, the same rider saddle riding type vehicle traveling integrated composite data generated by the saddle riding type vehicle traveling integrated data generation process is output target. Is output to.

According to this configuration, the first straddle-type vehicle traveling composite data is associated with the rider who gets on the straddle-type vehicle when traveling on the first approach turning locus. The second saddle riding type vehicle traveling composite data is associated with the rider who gets on the saddle riding type vehicle when traveling on the second approach turning locus. When the rider traveling on the first approach turning trajectory and the rider traveling on the second approach turning trajectory are the same, the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data are associated with each other. The obtained composite data of the same rider saddle riding type vehicle traveling integrated is output to the output target.
The running locus of the saddle riding type vehicle and the acceleration in the front direction of the vehicle during turning and before going straight are closely related to the running state of the saddle riding type vehicle which is determined by the rider's intention. Even when traveling in the same approach turning region, the riding state of the saddle riding type vehicle differs for each rider. Therefore, in the output target, for example, the difference between the two saddle riding type vehicle traveling composite data of the same rider can be used based on the same rider saddle riding type vehicle traveling integrated data. The same rider-saddle-type vehicle traveling integrated data can be used to reflect the characteristics of each rider. That is, the same rider-saddle-type vehicle traveling integrated composite data output to the output target has a high degree of freedom in utilization and is easy to utilize. Since it is easy to utilize the composite data of the same rider-saddle type vehicle traveling integrated data, it is easy to post-process the outputted composite data of the same rider-saddle type vehicle traveling integrated data. Since the post-processing of the outputted same rider-saddle type vehicle traveling integrated data is easy, it is possible to reduce the hardware resource of the output target of the same rider-saddle type vehicle traveling integrated data.
As described above, the straddle-type vehicle travel data processing method of the present invention can reduce post-processing of output data and reduce hardware resources.

(33) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing method of the present invention has the following configuration in addition to the configuration of (31) above.
First rider identification data for identifying a rider riding on the saddle riding type vehicle when traveling on the first approach turning locus, and riding on the saddle riding type vehicle when traveling on the second approach turning locus. Rider identification data acquisition processing for obtaining second rider identification data for identifying a rider is further performed, and in the saddle riding type vehicle traveling composite data generation processing, the first saddle riding type vehicle traveling composite data is the first The first approach turning locus and the saddle riding type when traveling on the first approach turning locus based on the approach turning locus data, the first approach turning front direction acceleration data, and the first rider identification data. The acceleration in the vehicle front direction of the vehicle and the rider riding on the saddle riding type vehicle when traveling on the first approach turning locus are generated in association with each other, and the second saddle riding type vehicle traveling composite data is obtained by 2nd approach turning locus data, said 2nd approach turning front direction acceleration data, and said 2nd approach turning locus, said saddle riding when traveling on said 2nd approach turning locus The vehicle front direction acceleration of the type vehicle and the rider riding the saddle type vehicle when traveling on the second approach turning locus are generated in association with each other, and in the saddle type vehicle traveling integrated compound data generation process, When the first rider identification data and the second rider identification data are different, the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data are associated with each other to be different rider saddle riding type vehicle traveling. Integrated composite data is generated, and in the saddle riding type vehicle traveling composite data output processing, the different rider saddle riding type vehicle traveling integrated composite data generated by the saddle riding type vehicle traveling integrated data generation processing is output to the output target. Is output.

According to this configuration, the first straddle-type vehicle traveling composite data is associated with the rider who gets on the straddle-type vehicle when traveling on the first approach turning locus. The second saddle riding type vehicle traveling composite data is associated with the rider who gets on the saddle riding type vehicle when traveling on the second approach turning locus. When the rider traveling on the first approach turning trajectory and the rider traveling on the second approach turning trajectory are different, the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data are associated with each other. The composite data of the different rider-saddle-type vehicle traveling integrated is output to the output target.
The running locus of the saddle riding type vehicle and the acceleration in the front direction of the vehicle during turning and before going straight are closely related to the running state of the saddle riding type vehicle which is determined by the rider's intention. Even when traveling in the same approach turning region, the riding state of the saddle riding type vehicle differs for each rider. Therefore, in the output target, for example, the difference between the two saddle riding type vehicle traveling composite data of different riders can be used based on the different rider saddle riding type vehicle traveling integrated data. Difference Rider Saddle-type vehicle traveling integrated data can be used to reflect differences in riders. That is, the different rider-saddle-type vehicle traveling integrated composite data output to the output target has a high degree of freedom in utilization and is easy to utilize. Since it is easy to utilize the different rider-saddle-type vehicle traveling integrated data, the post-processing of the output different rider-saddle type vehicle traveling integrated data is easy. Since the post-processing of the outputted different rider-saddle type vehicle traveling integrated data is easy, it is possible to reduce the hardware resource of the output destination of the different rider-saddle type vehicle traveling integrated data.
As described above, the straddle-type vehicle travel data processing method of the present invention can reduce post-processing of output data and reduce hardware resources.

(34) According to another aspect of the present invention, a saddle riding type vehicle travel data processing method of the present invention may have the following configuration in addition to any one of the configurations (31) to (33). preferable.
In the saddle-ride type vehicle traveling integrated data generation process, the saddle-type vehicle traveling integrated data is generated by the difference between the first saddle-type vehicle traveling combined data and the second saddle-type vehicle traveling combined data. To be done.

According to this configuration, the saddle riding type vehicle traveling integrated data, which is the difference between the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data, is output to the output target. The difference between the first saddle-ride type vehicle traveling composite data and the second saddle-ride type vehicle traveling composite data is easy to utilize, for example, for controlling the vehicle or analyzing the traveling state of the vehicle. Since it is easy to utilize the saddle-ride type vehicle traveling integrated data, it is easy to post-process the outputted saddle-type vehicle traveling integrated data. Since the post-processing of the outputted saddle-ride type vehicle traveling integrated data is easy, it is possible to reduce the output hardware resources to which the saddle-type vehicle traveling integrated data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can reduce post-processing of output data and reduce hardware resources.

(35) According to another aspect of the present invention, the saddle riding type vehicle travel data processing method of the present invention may have the following configuration in addition to any one of the configurations (23) to (34). preferable.
At least one of the first approach turning trajectory data and the first approach turning front direction acceleration data is data generated using a GNSS (Global Navigation Satellite System).

According to this configuration, at least one of the first approach turning trajectory data and the first approach turning front direction acceleration data is data generated using GNSS. The first approach turning trajectory data generated using GNSS indicates the first approach turning trajectory with high accuracy. The first approach turning front direction acceleration data generated using the GNSS indicates with high accuracy the vehicle front direction acceleration of the saddle type vehicle when traveling on the first approach turning locus. Therefore, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(36) According to another aspect of the present invention, the saddle riding type vehicle travel data processing method of the present invention may have the following configuration in addition to any one of the configurations (23) to (35). preferable.
In the saddle-ride type vehicle traveling composite data generation process, the first saddle-ride type vehicle traveling composite data may include image data based on the first approach turning trajectory data and the first approach turning forward acceleration data. Is generated.

According to this configuration, the first straddle-type vehicle traveling composite data includes image data based on the first approach turning trajectory data and the first approach turning front direction acceleration data. Therefore, the first saddle riding type vehicle traveling composite data more clearly shows the relationship between the first approach turning locus and the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus. Therefore, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(37) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing method of the present invention has the following configuration in addition to the configuration of (28) above.
In the saddle riding type vehicle traveling composite data generation process, the first saddle riding type vehicle traveling composite data may include image data based on the first approach turning locus data and the first approach turning lateral acceleration data. Is generated.

According to this configuration, the first straddle-type vehicle traveling composite data includes image data based on the first approach turning trajectory data and the first approach turning left-right acceleration data. Therefore, the first straddle-type vehicle traveling composite data more clearly shows the relationship between the first approach turning locus and the acceleration in the vehicle left-right direction of the straddle-type vehicle when traveling on the first approach turning locus. Therefore, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(38) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle traveling data processing method of the present invention has the following configuration in addition to the configuration of (28) above.
In the saddle-ride type vehicle traveling composite data generation process, the first saddle-ride type vehicle traveling composite data is generated based on the first approach turning front direction acceleration data and the first approach turning left / right direction acceleration data. It includes image data of a graph in which the vertical axis represents the acceleration of the saddle-ride type vehicle in the vehicle front direction and the horizontal axis represents the acceleration of the saddle-ride type vehicle in the vehicle left-right direction.

According to this configuration, the first straddle-type vehicle traveling composite data is image data of a graph in which the vertical axis represents the acceleration in the vehicle front direction of the saddle-ride type vehicle and the horizontal axis represents the acceleration in the vehicle left-right direction of the saddle-ride type vehicle. including. Therefore, the first straddle-type vehicle traveling composite data shows the relationship between the acceleration in the vehicle front direction of the straddle-type vehicle and the acceleration in the vehicle left-right direction of the saddle-type vehicle when traveling on the first approach turning trajectory. Show clearly. Therefore, it becomes easier to utilize the first saddle riding type vehicle traveling composite data. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(39) According to another aspect of the present invention, a saddle type vehicle travel data processing method of the present invention may have the following configuration in addition to any one of the configurations (23) to (38). preferable.
The first approach turning trajectory is a first approach trajectory that is a traveling trajectory of the saddle riding type vehicle when traveling in the approach area, and a traveling trajectory of the saddle riding type vehicle when traveling in the first turning area. The first turning vehicle attitude data relating to the attitude of the saddle riding type vehicle when traveling on the first turning path in the saddle riding type vehicle travel data acquisition processing, The first turning rider posture data relating to the posture of the rider on the saddle riding type vehicle when traveling on the first turning locus is acquired, and in the saddle riding type vehicle traveling composite data generation process, the first saddle type The riding-type vehicle traveling composite data is based on the first approach turning trajectory data, the first approach turning front direction acceleration data, the first turning vehicle attitude data, and the first turning rider attitude data, and the first approach turning. Trajectory, acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning trajectory, posture of the saddle riding type vehicle when traveling on the first turning trajectory, and the first turning trajectory It is generated by associating the posture of the rider who gets on the saddle-ride type vehicle when traveling.

According to this configuration, the first straddle-type vehicle traveling composite data includes the first approach turning locus, the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus, and the first approach turning locus. The data is associated with the attitude of the saddle riding type vehicle when traveling on the vehicle and the attitude of the rider riding the saddle riding type vehicle when traveling on the first approach turning locus.
A straddle-type vehicle is a vehicle that makes a turn using not only changes in the behavior of the vehicle but also changes in the posture of the rider. Therefore, the posture of the rider and the behavior of the vehicle during and before the turn are closely related to the running state of the saddle riding type vehicle determined by the rider's intention. Therefore, the first straddle-type vehicle traveling composite data largely reflects the traveling state of the straddle-type vehicle. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data. Since it becomes easy to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easy. Since the post-processing of the output first straddle-type vehicle travel composite data is easy, it is possible to reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can reduce post-processing of output data and reduce hardware resources.

(40) According to another aspect of the present invention, the saddle riding type vehicle travel data processing method of the present invention may have the following configuration in addition to any one of the configurations (23) to (39). preferable.
The first approach turning trajectory is an environment in which at least one approach turning guide unit is provided for guiding the traveling direction of the saddle type vehicle so that the saddle type vehicle travels in the approach turning area. It is a traveling locus when traveling in.

According to this configuration, the first approach turning locus is a running locus obtained by running in an environment where at least one approach turning guide section is provided. The straddle-type vehicle is guided in its traveling direction by the approach turning guide portion so as to travel in the approach turning region. The approach turning guide portion facilitates setting the approach turning area to a desired size, shape, and position. As a result, it is possible to reduce variations in the running state of the saddle riding type vehicle due to variations in the approach turning area. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(41) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing method of the present invention has the following configuration in addition to the configuration of (40) above.
The first approach turning locus includes a first approach locus which is a running locus of the saddle riding type vehicle when running in the approach area, and the approach turning guide part is configured such that the saddle riding type vehicle is within the approach area. Including at least two approach guide parts for guiding the traveling direction of the saddle-ride type vehicle so that the saddle-ride type vehicle passes between the two approach guide parts. It is a traveling locus when traveling in the approach area while being driven.

According to this configuration, the first approach trajectory of the first approach turning trajectory is a traveling trajectory when traveling in the approach area while passing between the two approach guide portions. The approach guide portion facilitates setting the approach area to a desired length and position. Therefore, it is possible to reduce the variation in the traveling state of the straddle-type vehicle due to the variation in the approach area. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(42) According to another aspect of the present invention, it is preferable that the saddle riding type vehicle travel data processing method of the present invention has the following configuration in addition to the configuration of (40) or (41).
The first approach turning locus includes a first turning locus that is a running locus of the saddle riding type vehicle when the vehicle is running in the first turning region, and the approach turning guide portion is configured such that the saddle riding type vehicle is the first turning locus. The saddle-riding type vehicle includes at least one turning guide portion for guiding the traveling direction of the saddle-riding type vehicle so as to travel in one turning area, and the first turning locus includes the turning guide portion and the turning guide portion. It is a travel locus when traveling in the first turning region while passing between the second arc and the second arc.

According to this configuration, the first turning locus of the first approach turning locus is a running locus when traveling in the first turning region while passing between the turning guide portion and the second arc. The turning guide portion facilitates setting the first turning area to a desired size, shape, and position. Therefore, it is possible to reduce the variation in the running state of the saddle riding type vehicle due to the variation in the first turning region. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(43) According to another aspect of the present invention, the saddle riding type vehicle travel data processing method of the present invention may have the following configuration in addition to any one of the configurations (40) to (42). preferable.
The approach turning guide unit is configured to limit a traveling direction of the straddle-type vehicle.

According to this configuration, the approach turning guide unit limits the traveling direction of the saddle riding type vehicle. The approach swivel guide portion can reliably set the approach swivel region to a desired size, shape, and position. Therefore, it is possible to further reduce the variation in the traveling state of the straddle-type vehicle due to the variation in the approach turning area. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(44) According to another aspect of the invention, it is preferable that the saddle riding type vehicle travel data processing method of the invention has the following configuration in addition to the configuration of (43).
The straddle-type vehicle is capable of traveling on the ground, and the at least one approach turning guide unit is arranged on the ground so that the installation location can be freely changed.

With this configuration, the approach turning guide unit is installed on the ground so that the installation location can be freely changed. Therefore, the approach turning guide unit can be arranged at various places. Therefore, the approach turning area can be set at a place other than the road, such as a parking lot.
Further, it is easy to change the position of the approach turning guide portion. Therefore, the size, shape, and position of the approach turning area can be easily changed.
In addition, it is easy to increase the number of approach turning guide portions. By increasing the number of approach swivel guide portions, the approach swirl region can be reliably set to a desired size, shape, and position. Therefore, it is possible to further reduce the variation in the traveling state of the straddle-type vehicle due to the variation in the approach turning area. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, controlling the vehicle or analyzing the traveling state of the vehicle. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.
As described above, the straddle-type vehicle travel data processing method of the present invention can make post-processing of output data more efficient and further reduce hardware resources.

(45) According to another aspect of the present invention, a straddle-type vehicle traveling data processing device, a saddle-type vehicle traveling data processing method of the present invention, and a saddle-type vehicle traveling data processing program of the present invention include: In addition to the above configurations (17) and (39), it is preferable to have the following configuration.
In the saddle riding type vehicle traveling composite data generation process, the first saddle riding type vehicle traveling composite data is generated so as to include image data based on the first turning vehicle attitude data and the first turning rider attitude data. It

(46) According to another aspect of the present invention, there are provided a saddle-ride type vehicle travel data processing device and a saddle-ride type vehicle travel data processing method according to the present invention. , (37), or (45), it is preferable to have the following configuration.
The image data is at least one of still image data, moving image data, and computer graphics data.

(47) In addition to the saddle riding type vehicle running data processing device and the saddle riding type vehicle running data processing method of the present invention, the present application discloses the following saddle riding type vehicle running data display device.
The saddle-ride type vehicle traveling data display device is the first saddle output by the saddle-ride type vehicle traveling composite data output process of the saddle-ride type vehicle traveling data processing device according to any one of the above (1) to (46). A data acquisition unit for acquiring riding type vehicle traveling composite data, a display unit capable of displaying information, and the first saddle riding type vehicle traveling composite data acquired by the data acquisition unit on one screen of the display unit. And a display control unit for displaying at the same time.

(48) In addition to the saddle riding type vehicle running data processing device and the saddle riding type vehicle running data processing method of the present invention, the present application discloses the following saddle riding type vehicle running data printing device.
The saddle-ride type vehicle traveling data printing device outputs the first saddle output by the saddle-ride type vehicle traveling composite data output process of the saddle-ride type vehicle traveling data processing device according to any one of (1) to (46). A data acquisition unit that acquires the riding-type vehicle traveling composite data, a printing unit that can print information on paper, and the first saddle-riding type vehicle traveling composite data acquired by the data acquisition unit by the printing unit. A print control unit for printing on the same side of the paper.

<Definition of saddle type vehicle>
In the present invention, the saddle riding type vehicle refers to all vehicles that a rider (driver) rides while straddling a saddle. The saddle riding type vehicle may travel on the ground, on snow, or on the water surface. In the present invention, the ground surface may be a paved surface or a surface with soil. The straddle-type vehicle of the present invention may or may not have a power source (drive source) that generates power for traveling. The power source may be, for example, an electric motor or an engine. The engine may be a gasoline engine or a diesel engine. The saddle type vehicle may have both an electric motor and an engine as a power source. The straddle-type vehicle of the present invention may lean to the right of the vehicle when making a right turn, lean to the left of the vehicle when making a right turn, and lean to either the left or right of the vehicle. You don't have to. When turning left, the description is omitted because it is the opposite of right turning.

<Definition of acceleration>
The acceleration in the present invention includes both positive acceleration and negative acceleration. In this specification, G is used as a unit of acceleration. 1G is 9.80665 m / s ² .

<Definition of vehicle front direction, etc.>
In the present invention and this specification, the vehicle vertical direction is a direction perpendicular to the horizontal plane when the saddle riding type vehicle is arranged on the horizontal plane. The vehicle front direction is a direction in which an upright saddle riding type vehicle travels straight on a horizontal plane. The vehicle left-right direction is a direction orthogonal to the vehicle up-down direction and the vehicle front-rear direction, and is the left-right direction viewed from a rider who rides on a saddle type vehicle.

<Definition of the forward acceleration of the saddle type vehicle>
In the present invention, “acceleration in the vehicle front direction of the saddle riding type vehicle” is acceleration in the vehicle front direction at a certain position of the saddle riding type vehicle. The certain position is not particularly limited. The "acceleration in the vehicle front direction of the saddle riding type vehicle" is not limited to the acceleration in the vehicle front direction at a certain position of the saddle riding type vehicle in a strict sense. The “acceleration in the vehicle front direction of the straddle-type vehicle” may be acceleration in the traveling direction at a certain position of the saddle-ride type vehicle. For example, it may be acceleration in the traveling direction of the steered wheels of the straddle-type vehicle. Further, for example, the acceleration in the traveling direction of the position of the center of gravity of the saddle type vehicle may be used.

<Vehicle lateral acceleration of saddle type vehicle>
In the present invention, “acceleration in the vehicle left-right direction of the saddle-ride type vehicle” means acceleration in the vehicle left-right direction at a position where the saddle-ride type vehicle is located. The certain position is not particularly limited. The "acceleration in the lateral direction of the vehicle of the saddle type vehicle" is not limited to the acceleration in the lateral direction of the vehicle at a certain position of the saddle type vehicle in a strict sense. The "acceleration in the vehicle left-right direction of the saddle-ride type vehicle" may be an acceleration in a direction orthogonal to the traveling direction of a certain position of the saddle-ride type vehicle. For example, the acceleration may be in the direction orthogonal to the traveling direction of the steered wheels of the saddle type vehicle. Further, for example, the acceleration may be in a direction orthogonal to the traveling direction of the position of the center of gravity of the saddle type vehicle.

<Definition of travel path>
In the present invention, the traveling locus is a locus of a position in contact with the road surface or the like of the saddle type vehicle. The traveling locus is a locus of positions in contact with the road surface or the like of the saddle type vehicle. When a straddle-type vehicle travels on a road, the travel locus and the turning locus can specify which position in the width direction of the road is traveling, for example, on a road having a general width. In the present invention, the travel locus does not include, for example, a road that can specify only which road on the map is traveled. However, the traveling locus indicated by the first approach turning locus data of the present invention may be slightly deviated from the actual traveling locus.

<Definition of the first approach turning trajectory>
In the present invention, the first approach turning locus refers to only one running locus of the running loci of the straddle-type vehicle traveling in the approach turning region. For example, the traveling locus when the same straddle-type vehicle travels within the approach turning region after traveling on the first approach turning locus is not the first approach turning locus.

In the present invention, the first approach turning locus is when the straddle-type vehicle travels continuously in the approach turning area along the first straight line and the first arc so as to enter the first turning area from the approach area. The shape may be any shape as long as it is the traveling locus. The traveling locus in the approach area is substantially linear. The travel locus in the approach area may be configured by one straight line, at least one straight line and a curved line, or may be configured by only a curved line. The traveling locus in the first turning region is substantially arcuate. The traveling locus in the first turning region may be configured by one circular arc, may be configured by a plurality of circular arcs, may be configured by only a curved line, and may be configured by at least one straight line and a curved line. May be.

It is preferable that the first approach turning trajectory is not the traveling trajectory when the straddle-type vehicle is started at the edge of the approach area. The first approach turning locus may be a running locus when the straddle-type vehicle is started at the end of the approach area. The first approach turning locus is preferably not a running locus when the straddle-type vehicle is stopped at the end of the first turning region. The first approach turning locus may be a running locus when the straddle-type vehicle is stopped at the end of the first turning region.

<Definition of the first straight line of the approach turning area>
In the present invention, the first straight line, the second straight line, the first circular arc, and the second circular arc of the approach turning region are not actual physical lines such as lines displayed on the road surface, but imaginary lines.
The length of the first straight line specified in the present invention is the length on the course on which the saddle riding type vehicle has traveled, and is not the length on the printed paper or the screen of the display device, for example. The same applies to the distance between the first straight line and the second straight line specified in the present invention, the central angle of the first circular arc, and the radius of the first circular arc.

<Definition of turning direction>
In the present invention, the turning direction is one of the vehicle left direction and the vehicle left direction that the straddle-type vehicle advances when turning. In the present invention, that the turning directions of the two running loci are different means that the turning directions of the two running loci are the vehicle left direction and the vehicle right direction. In the present invention, that the two traveling loci have the same turning direction means that both of the two traveling loci are in the vehicle left direction or both of the two traveling loci are in the vehicle right direction. Say that.

<Definition of processor>
In the present invention, the processor is a microcontroller, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a microprocessor, a multiprocessor, an application specific integrated circuit (ASIC), a programmable logic circuit (PLC), a field programmable. A gate array (FPGA) and any other circuitry capable of performing the processes described herein are included. The processor may be an ECU (Electronic Control Unit).

<Definition of storage>
The storage unit of the present invention can store various data. The storage unit of the present invention is included in the saddle riding type vehicle traveling data processing device. The storage unit may be one storage device, a part of the storage area of one storage device, or may include a plurality of storage devices. The storage unit may include, for example, a RAM (Random Access Memory). The RAM temporarily stores various data when the processor executes the program. The storage unit may or may not include a ROM (Read Only Memory), for example. The ROM stores a program to be executed by the processor. The storage unit does not include a buffer (buffer storage device) included in the processor. A buffer is a device that temporarily stores data.

<Definition of hardware resources>
In the present invention, the hardware resource means a device such as a processor or a storage device. In the present invention, reducing hardware resources means reducing the number of processors or storage devices, reducing the processing capacity of the processors, reducing the capacity of storage devices, and the like.

<Data definition>
In the present invention, data means a signal in a digital format that is a set of symbols and characters that can be handled by a computer.

<Definition of compound data of first straddle type vehicle traveling>
In the present invention, “a first approach turning locus and a saddle-ride type vehicle when traveling on the first approach turning locus, which are generated based on the first approach turning locus data and the first approach turning locus forward acceleration data. The first straddle-type vehicle traveling composite data in which the acceleration in the vehicle front direction is associated may or may not include the first approach turning trajectory data and the first approach turning trajectory forward acceleration data. Good. “The first approach turning locus, which is generated based on the first approach turning locus data and the first approach turning locus frontward acceleration data, and the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus The “first straddle-type vehicle traveling composite data associated with acceleration” may be configured by one data, may be configured by a plurality of data associated with each other, or may be other data. When the first saddle riding type vehicle traveling composite data is composed of one data, this one data is generated based on the first approach turning locus data and the first approach turning locus forward acceleration data. Further, the plurality of pieces of data associated with each other are, for example, a plurality of pieces of data to which common metadata (for example, a tag) is attached. For example, the first saddle riding type vehicle traveling composite data is based on any two data of the first approach turning locus data, the first approach turning locus front direction acceleration data and the first approach turning locus lateral direction acceleration data. It may be generated by associating the generated one data with the remaining one data. Further, for example, the first saddle riding type vehicle traveling composite data is generated by mutually associating the first approach turning locus data, the first approach turning locus front direction acceleration data and the first approach turning locus lateral direction acceleration data. Good.

<Definition of output of first straddle-type vehicle traveling composite data>
In the present invention, the output of the first saddle riding type vehicle traveling composite data stored in the storage unit means that the first saddle riding type vehicle traveling composite data is output to a place different from the storage unit. The output target to which the first straddle-type vehicle traveling composite data stored in the storage unit (referred to as the first storage unit) is output may be any of the following three output targets, and is other than this. Good. The first output target is a device other than the saddle riding type vehicle travel data processing device. The second output target is a second storage unit included in the straddle-type vehicle travel data processing device and different from the first storage unit. The first storage unit and the second storage unit may be different storage areas included in one storage device. The first storage unit and the second storage unit may be different storage devices. The third output target is a second processor included in the straddle-type vehicle travel data processing device and different from the first processor that executes the output process.

When the output target is the second output target (second storage unit), the following two methods are used to output the first saddle riding type vehicle traveling composite data stored in the first storage unit to the second storage unit. It may be any of the above, and may be other than this. In the first method, the first processor reads the first saddle riding type vehicle traveling composite data stored in the first storage unit and stores the read first saddle riding type vehicle traveling composite data in the second storage unit. Let In the second method, first, the first processor outputs the address (address) of the first saddle riding type vehicle traveling composite data in the first storage unit to the second processor. The second processor is included in the saddle riding type vehicle travel data processing device and is a processor different from the first processor. The second processor reads the first straddle-type vehicle traveling composite data stored in the first storage unit and stores it in the second storage unit based on the acquired address.

When the output target is the third output target (second processor), the method of outputting the first saddle riding type vehicle traveling composite data stored in the first storage unit to the second processor is one of the following two methods. Or may be other than this. In the first method, the first processor reads the first saddle riding type vehicle traveling composite data stored in the first storage unit and outputs the read first saddle riding type vehicle traveling composite data to the second processor. . In the second method, first, the first processor outputs the address (address) of the first saddle riding type vehicle traveling composite data in the first storage unit to the second processor. The second processor reads the first straddle-type vehicle traveling composite data stored in the first storage unit based on the acquired address.

<Definition of acquisition of first approach turning trajectory data, etc.>
In the present invention, acquisition of the first approach turning locus data may be acquisition of the first approach turning locus data from a device external to the saddle riding type vehicle travel data processing device. The acquisition of the first approach turning locus data means that the first approach turning locus data is generated (acquired) based on the data acquired by the saddle riding type vehicle running data processing device from a device external to the saddle riding type vehicle running data processing device. ) May be performed. The device external to the saddle riding type vehicle travel data processing device may be a sensor or a device that processes a signal received from the sensor. Acquisition of data other than the first approach turning trajectory data has the same definition.

<Definition of saddle riding type vehicle running data processing device>
A straddle-type vehicle travel data processing device according to the present invention includes a "data recording device that accumulates data related to a running saddle-ride vehicle" and a "saddle-based vehicle based on data related to a running saddle-ride vehicle". It is not limited to any one of the “vehicle control device for controlling the riding type vehicle”.
The data recording device may be a data recording device that accumulates data for analysis of the running state of the vehicle. The data recording device may be a data recording device that accumulates to display or print data related to the straddle-type vehicle in motion. In this case, the output target of the first saddle riding type vehicle traveling composite data is the display device or the printing device. Outputting to the printing device may mean outputting from the saddle riding type vehicle travel data processing device to the printing device. Outputting to the printing device means that the saddle riding type vehicle traveling data processing device outputs to the printing device via the external device in response to a command from an external device connected to the straddling type vehicle traveling data processing device. Good. The same applies to the output to the display device.
The straddle-type vehicle traveling data processing device may be a driving technique data recording device that accumulates data related to the driving technique of the straddle-type vehicle during traveling. The straddle-type vehicle traveling data processing device may be a driving technique data recording device that accumulates to display or print data related to the driving technique of the traveling saddle type vehicle.
The saddle riding type vehicle travel data processing device may be used, for example, when a rider is trained in driving technology. In this case, the first approach turning trajectory data, the first approach turning front direction acceleration data, and the like may be data detected while the saddle type vehicle is traveling in a place for learning, and are generated from the data. May be. The first approach turning trajectory data, the first approach turning forward acceleration data, and the like may be data detected while the saddle type vehicle is traveling on an ordinary road that is not a place for learning, and are generated from the data. It may have been done.

<Definition of posture-related data>
In the present invention, the first turning vehicle attitude data relating to the attitude of the straddle-type vehicle when traveling on the first turning trajectory is data indicating the attitude of the vehicle at only one timing while traveling on the first turning trajectory. Or may be data indicating the posture of the vehicle at a plurality of timings while traveling on the first turning locus. In the present invention, the first turning rider attitude data relating to the attitude of the rider riding the saddle riding type vehicle when traveling on the first turning trajectory means the rider at only one timing while traveling on the first turning trajectory. It may be data indicating the posture or data indicating the posture of the rider at a plurality of timings while traveling on the first turning locus.

<Definition of data generated using GNSS>
In the present invention, the data generated using the GNSS is the data generated using the radio waves transmitted from the GNSS satellite. The data generated using the GNSS may be generated based on the radio wave transmitted from the GNSS satellite and the signal of the sensor that detects the behavior of the saddle type vehicle.

<Definition of image data>
In the present invention, the image data does not include data in which only characters and numerical values are converted into image data. The image data is, for example, data such as a figure, a graph, a photograph taken by a camera, a moving image taken by a camera, and CG (computer graphics). The CG may be either a still image or a moving image. The computer graphics may be either two-dimensional computer graphics or three-dimensional computer graphics. The CG data may be generated based on the image data (still image data or moving image data) generated by the camera, or may be generated without using the image data generated by the camera. The image of the CG data generated based on the image data generated by the camera may or may not include the same image as the image captured by the camera.

In the present invention, "the first saddle riding type vehicle traveling composite data includes image data based on the first approach turning trajectory data and the first approach turning front direction acceleration data" means in either of the following two cases. It may be. In the first case, the first saddle riding type vehicle traveling composite data includes both image data based on the first approach turning trajectory data and image data based on the first approach turning front direction acceleration data. In the second case, the first saddle riding type vehicle traveling composite data includes one image data based on the first approach turning trajectory data and the first approach turning front direction acceleration data.
In the present invention, the definition of “the first saddle riding type vehicle traveling composite data includes image data based on the first approach turning trajectory data and the first approach turning left / right acceleration data” is also the same as above. In the present invention, the definition of “the first saddle riding type vehicle traveling composite data includes image data based on the first turning vehicle attitude data and the first turning rider attitude data” is also the same as above.

<Definition of other terms>
In the present invention, acquiring, generating, or controlling based on certain data may be acquisition, generation, or control based only on this data, and acquisition or generation based on this data and other data. Alternatively, it may be control. This definition also applies to actions other than acquisition, generation or control.

In the present invention, obtaining from A includes both a case of directly obtaining from A and a case of obtaining from A through B.

In the present specification, “1 to 10” and “1 to 10” both mean 1 or more and 10 or less. Similar definitions apply to numbers other than 1 and 10.

In the present specification, the end of a certain part means a part where the end of the part and its vicinity are combined.

In the present invention, including, comprising, having and their derivatives are intended to include the listed items and their equivalents as well as additional items. ing.
In the present invention, the terms mounted, connected, coupled, supported are used broadly. Specifically, it includes not only direct attachment, connection, connection and support, but also indirect attachment, connection, connection and support. Further, connected and coupled are not limited to physical or mechanical connection / coupling. They also include direct or indirect electrical connections / couplings.

Unless defined otherwise, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as commonly used dictionary-defined terms should be construed to have a meaning consistent with the meaning in the context of the relevant technology and this disclosure, and are idealized or overly formal. It is not interpreted in the traditional sense.

In the present invention and this specification, at least one of the plurality of options includes all combinations that can be considered from the plurality of options. At least one of the plurality of options may be any one of the plurality of options or may be all of the plurality of options. For example, at least one of A, B, and C may be A alone, B alone, C alone, A and B, or A and C. It may be present, B and C may be present, or A, B and C may be present.

As used herein, the term "preferred" is non-exclusive. "Preferred" means "preferably, but not limited to." In the present specification, the configuration described as “preferred” has at least the above effect obtained by the configuration of (1) above. Also, as used herein, the term "may" is non-exclusive. "May be" means "may be, but is not limited to." In the present specification, the configuration described as “may” has at least the above effect obtained by the configuration of (1) above.

In the claims, the number of a certain constituent element is not clearly specified, and when it is displayed in the singular when translated into English, the present invention may have a plurality of the constituent elements. . The invention may also have only one of this component.

The present invention does not limit the combination of the preferable configurations described above with each other. Before describing the embodiments of the present invention in detail, it should be understood that the present invention is not limited to the details of the configuration and arrangement of the components described in the following description or illustrated in the drawings. The present invention is also possible in embodiments other than the embodiments described below. The present invention is also possible in embodiments in which various modifications are made to the embodiments described later. Further, the present invention can be implemented by appropriately combining the embodiments and modified examples described later.

According to the straddle-type vehicle traveling data processing device and the straddle-type vehicle traveling data processing method of the present invention, the post-processing of the output data can be made efficient and the hardware resources can be reduced.

It is a figure which shows the structure of the saddle riding type vehicle driving | running | working data processing apparatus of this embodiment, and the procedure of the process of the saddle riding type vehicle running data processing method of this embodiment. FIG. 4 is a left side view of a motorcycle equipped with the saddle riding type vehicle traveling data processing device of Specific Example 1; FIG. 3 is a diagram of an engine unit included in the motorcycle of FIG. 2. 1 is a block diagram of a motorcycle equipped with a saddle riding type vehicle traveling data processing device of Specific Example 1. FIG. FIG. 3 is a diagram showing an example of a running locus of a motorcycle of Specific Example 1 and acceleration in a vehicle front direction. (A) is a figure which shows an example of a running locus of a motorcycle and acceleration in the vehicle front direction, (b) is a figure which shows an example of a running locus of a motorcycle and acceleration in the vehicle left direction, (c) is a figure 6 is a graph showing acceleration in the vehicle front direction and acceleration in the vehicle left-right direction in (a) and (b). (A) is a diagram showing another example of the traveling locus of the motorcycle and acceleration in the vehicle front direction, and (b) is a diagram showing another example of the traveling locus of the motorcycle and acceleration in the vehicle left direction, (C) is a graph showing the acceleration in the vehicle front direction and the acceleration in the vehicle left-right direction in (a) and (b). It is a figure which shows an example of the relationship of the acceleration of the vehicle front direction of a saddle riding type vehicle, and the acceleration of the vehicle left-right direction. 6 is a graph showing a relationship between a vehicle front speed of a saddle riding type vehicle and a vehicle lateral acceleration of the saddle riding type vehicle while turning. It is explanatory drawing of the annular area | region of the specific example 1, and a 1st annular locus | trajectory. 7 is a flowchart showing a processing procedure of a saddle riding type vehicle traveling data processing method of Specific Example 1. 9 is a flowchart showing another example of the processing procedure of the saddle riding type vehicle travel data processing method of the first specific example. FIG. 6 is a block diagram of a motorcycle equipped with a saddle riding type vehicle traveling data processing device of Specific Example 2; It is a figure which shows an example of saddle riding type vehicle travel composite data of the example 2. It is a figure which shows an example of saddle-ride type vehicle traveling integrated compound data of the specific example 2. FIG. 6 is a block diagram of a saddle riding type vehicle traveling data processing device of Specific Example 3; It is a figure of the four-wheel buggy during a turn. It is a figure of a water motorcycle in a turn. It is a figure which shows an example of the turning operation of a snowmobile. It is a figure which shows the other example of the turning operation of a snowmobile. It is a figure which shows the other example of the annular area | region of this invention. It is a figure which shows the further another example of the annular area | region of this invention. It is a figure which shows the further another example of the annular area | region of this invention.

(Embodiment of the present invention)
Hereinafter, an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a diagram showing a configuration of a straddle-type vehicle travel data processing device of the present embodiment and a procedure of processing of a saddle-ride type vehicle travel data processing method of the present embodiment. FIG. 1 also shows a straddle-type vehicle 10 that is turning. The saddle riding type vehicle 10 in FIG. 1 is a motorcycle. The saddle riding type vehicle 10 is not limited to a motorcycle.

The straddle-type vehicle traveling data processing device 1 of the present embodiment is a device that processes data related to the straddle-type vehicle 10 that is traveling. The straddle-type vehicle travel data processing method according to the present embodiment is a method for processing data related to the saddle-ride type vehicle 10 that is traveling in the saddle-ride type vehicle travel data processing device 1. The saddle riding type vehicle travel data processing device 1 is, for example, a data recording device or a vehicle control device. The data recording device is a device that accumulates data related to the straddle-type vehicle 10 that is running. The vehicle control device is a device that controls the saddle riding type vehicle 10 based on data related to the running saddle riding type vehicle 10.

As shown in FIG. 1, the saddle riding type vehicle travel data processing device 1 includes a processor 2 and a storage unit 3. The storage unit 3 stores information necessary for the processing executed by the processor 2. The processor 2 is configured to execute the following series of processes S1 to S4 by reading the program stored in the storage unit 3. When the processor 2 is a programmable processor, the processor 2 may be programmed to execute the following series of processes S1 to S4. Hereinafter, a series of processing executed by the processor 2 will be described.

The processor 2 includes a straddle-type vehicle traveling data acquisition process S1, a saddle-type vehicle traveling composite data generation process S2, a saddle-type vehicle traveling complex data storage process S3, and a saddle-type vehicle traveling complex data output process S4. To execute. The saddle riding type vehicle running data processing method according to the present embodiment includes a saddle riding type vehicle running data acquisition process S1, a saddle riding type vehicle running composite data generation process S2, a saddle riding type vehicle running composite data storage process S3, and a saddle type. The riding type vehicle traveling composite data output process S4 is included.

In the saddle riding type vehicle traveling data acquisition process S1, the first approach turning trajectory data DTb1 and the first approach turning front direction acceleration data DAb1 are acquired. The first approach turning locus data DTb1 is data related to the first approach turning locus Tb1.

As shown in FIG. 1, the first approach turning locus Tb1 is a running locus of the saddle type vehicle 10 in the approach turning area Zb including the approach area Zc and the first turning area Zd. The approach area Zc is an area between the first straight line SL1 and a second straight line SL2 that is parallel to the first straight line SL1 and is separated from the first straight line SL1 by 2 m. The length L of the first straight line SL1 is greater than 0 m and 65 m or less. The first turning region Zd is connected to the first arc CA1 connected to the end of the first straight line SL1 and the end of the second straight line SL2, is concentric with the first arc CA1, and has a diameter of the first arc CA1. It is a region between the second circular arc CA2 located outside in the direction. The first arc CA1 has a central angle θ of 90 ° or more and 270 ° or less and a radius r of 2 m or more and 10 m or less. The first approach turning trajectory Tb1 travels the straddle-type vehicle 10 within the approach turning area Zb when running continuously over the entire approach turning area Zb so as to enter the first turning area Zd from the approach area Zc. It is a trail. The first approach turning front direction acceleration data DAb1 is data relating to the vehicle front direction acceleration of the saddle type vehicle 10 when traveling on the first approach turning trajectory Tb1.

In the saddle riding type vehicle traveling composite data generation process S2, the first straddling type vehicle traveling composite data Dc1 is generated based on the first approach turning trajectory data DTb1 and the first approach turning front direction acceleration data DAb1. The first straddle-type vehicle traveling composite data Dc1 is data in which the first approach turning trajectory Tb1 and the acceleration in the vehicle front direction of the saddle riding type vehicle 10 when traveling on the first approach turning trajectory Tb1 are associated with each other. .

In the saddle riding type vehicle traveling composite data storage process S3, the first saddle riding type vehicle traveling composite data Dc1 generated by the saddle riding type vehicle traveling composite data generating process S2 is stored in the storage unit 3.

In the saddle riding type vehicle traveling composite data output processing S4, the first saddle riding type vehicle traveling composite data Dc1 stored in the saddle riding type vehicle traveling composite data storage processing S3 is output to at least one of the output target 4 and the output target 5. It The output target 4 is included in the saddle riding type vehicle travel data processing device 1. The output target 5 is not included in the saddle riding type vehicle travel data processing device 1.

When the saddle riding type vehicle travel data processing device 1 is a vehicle control device, the first saddle riding type vehicle travel composite data Dc1 may be output to, for example, a processor for engine control or brake control in the vehicle control device. . The processor for engine control or brake control can perform engine control or brake control of the saddle riding type vehicle by using the output first saddle riding type vehicle traveling composite data Dc1. When the straddle-type vehicle travel data processing device is a vehicle control device, the first saddle-ride type vehicle travel composite data Dc1 may be output to, for example, a display device included in the saddle-ride type vehicle. When the saddle riding type vehicle travel data processing device 1 is a vehicle control device, the first saddle riding type vehicle travel composite data Dc1 may be output to a display device included in the saddle riding type vehicle 10, for example. When the saddle riding type vehicle traveling data processing device 1 is a data recording device, the first straddle type vehicle traveling composite data Dc1 is, for example, an external storage device (secondary storage device, auxiliary storage device) connected to the data recording device. May be output to. The first straddle-type vehicle traveling composite data Dc1 stored in the external storage device may be used to analyze the traveling state of the straddle-type vehicle. When the saddle riding type vehicle traveling data processing device is a data recording device, the first saddle riding type vehicle traveling composite data Dc1 may be output to a computer external to the data recording device. The first saddle riding type vehicle traveling composite data Dc1 may be output to the printing device or the display device.

Since the straddle-type vehicle travel data processing device 1 of the present embodiment and the saddle-ride type vehicle travel data processing method of the present embodiment have such a configuration, they have the following effects.

At least one of the output target 4 and the output target 5 is the first saddle riding type vehicle traveling composite data Dc1 in which the traveling locus of the saddle riding type vehicle 10 during turning and before going straight and the acceleration in the vehicle front direction are associated with each other. Is output. The saddle riding type vehicle 10 is a vehicle that makes a turn by utilizing not only changes in the behavior of the vehicle but also changes in the posture of the rider R. Even when the rider runs on the same course, the change in the posture of the rider R and the behavior of the vehicle differ depending on the rider R. Therefore, the traveling state such as the balance between the centrifugal force and the gravity in the saddle riding type vehicle 10 during turning may be changed by the intention of the rider R. Therefore, the traveling locus of the saddle riding type vehicle 10 and the acceleration in the front direction of the vehicle during turning and before going straight ahead are closely related to the running state of the saddle riding type vehicle 10 determined by the intention of the rider R. Further, the traveling locus of the saddle riding type vehicle 10 during the turning and the straight running before the turning are closely related to the acceleration in the vehicle front direction. The running state of the saddle riding type vehicle 10 and the running direction of the saddle riding type vehicle 10 during turning and straight ahead before turning are particularly likely to reflect the running state of the saddle riding type vehicle 10. Therefore, the first straddle-type vehicle traveling composite data Dc1 in which the traveling loci of the straddle-type vehicle 10 during turning and during straight ahead before turning and the acceleration in the vehicle front direction are associated with It greatly reflects. Therefore, after the first saddle riding type vehicle traveling composite data Dc1 is output to the output target, it is easy to utilize the first saddle riding type vehicle traveling composite data Dc1. Specifically, the output first straddle-type vehicle traveling composite data Dc1 can be easily used in the output target, for example, for controlling the vehicle or analyzing the traveling state of the vehicle.

Here, the speed of the straddle-type vehicle 10 during turning in the vehicle front direction increases as the turning radius increases, and decreases as the turning radius decreases. The speed in the forward direction of the vehicle is hereinafter referred to as the vehicle speed. If the radius r of the first arc CA1 that is the inner peripheral edge of the first turning region Zd is larger than 10 m, the vehicle speed of the saddle riding type vehicle 10 turning in the first turning region Zd is relatively high. Therefore, when the radius r of the first arc CA1 is larger than 10 m, there is not much difference in centrifugal force even if the vehicle speed of the saddle riding type vehicle 10 turning in the first turning region Zd is different. Therefore, there is not much difference in the traveling state of the saddle riding type vehicle 10 when traveling on the first approach turning trajectory Tb1. Therefore, if the radius r of the first arc CA1 is larger than 10 m, there is not much difference in the traveling state of the saddle riding type vehicle 10 when traveling on the first approach turning locus Tb1. Therefore, the first straddle type vehicle It is difficult to utilize the traveling composite data Dc1.
When the radius r of the first arc CA1 is 10 m or less, the vehicle speed of the saddle riding type vehicle 10 turning in the first turning region Zd is relatively low. Therefore, if the vehicle speed of the saddle riding type vehicle 10 while turning in the first turning region Zd is different, the centrifugal force is different. When the radius r of the first arc CA1 is 10 m or less, the difference in the traveling state of the saddle riding type vehicle 10 when traveling on the first approach turning trajectory Tb1 becomes large. The difference between the traveling states of the saddle riding type vehicle 10 when traveling on the first approach turning trajectory Tb1 is that the vehicle front direction of the saddle riding type vehicle 10 when traveling on the first approach turning trajectory Tb1 and the first approach turning trajectory Tb1. It is easily reflected in the difference in acceleration. As a result, since the radius r of the first arc CA1 is 10 m or less, it is easy to utilize the first saddle riding type vehicle traveling composite data Dc1.

Normally, the acceleration in the vehicle left-right direction of the saddle riding type vehicle 10 while turning is about 0.1 G to 0.8 G (about 1 to 8 m / s ² ). The first arc CA1 has a central angle θ of 90 ° or more and 270 ° or less and a radius r of 2 m or more and 10 m or less. Therefore, the vehicle speed of the saddle riding type vehicle 10 turning in the first turning region Zd having the first arc CA1 as the inner peripheral edge is, for example, about 5 to 32 km / h. If the vehicle speed of the saddle riding type vehicle 10 turning in the first turning region Zd is different, the centrifugal force is greatly different. Therefore, since the center angle θ of the first arc CA1 is 90 ° or more and 270 ° or less and the radius r is 2 m or more and 10 m or less, the running state of the saddle riding type vehicle 10 when traveling on the first approach turning locus Tb1 is The difference becomes more pronounced. Therefore, the difference in the traveling state of the saddle riding type vehicle 10 when traveling on the first approach turning trajectory Tb1 is the difference between the first approach turning trajectory Tb1 and the acceleration in the vehicle front direction when traveling on the first approach turning trajectory Tb1. It is easy to be reflected in. As a result, since the central angle θ of the first arc CA1 is 90 ° or more and 270 ° or less and the radius r is 2 m or more and 10 m or less, the first saddle riding type vehicle traveling composite data Dc1 can be more easily utilized.

When the saddle riding type vehicle 10 only decelerates or both accelerates and decelerates while going straight before turning, the distance required for going straight is more than 0 m and not more than 65 m. The length L of the first straight line SL1 of the approach area Zc is greater than 0 m and 65 m or less. Thus, the acceleration in the vehicle front direction of the first approach turning locus Tb1 and the saddle riding type vehicle 10 when traveling on the first approach turning locus Tb1 is the saddle type vehicle 10 when traveling on the first approach turning locus Tb1. It is easier to reflect the running condition of. As a result, the length L of the first straight line SL1 in the approach area Zc is greater than 0 m and equal to or less than 65 m, so that the first saddle riding type vehicle traveling composite data Dc1 can be more easily utilized.

The distance between the first straight line SL1 and the second straight line SL2 is 2 m. Since the second arc CA2 is arranged concentrically with the first arc CA1, the distance between the first arc CA1 and the second arc CA2 is also 2 m. Thus, the width of the approach turning area Zb is 2 m.
Here, when the saddle riding type vehicle 10 is a motorcycle or a tricycle, the length of the saddle riding type vehicle 10 in the vehicle front direction is about 1.8 to 2.6 m and the width of the saddle riding type vehicle 10 is (Length in the left-right direction of the vehicle) is about 0.5 to 1.1 m. When the saddle riding type vehicle 10 is a four-wheel buggy, the length in the vehicle front direction of the saddle riding type vehicle 10 is about 1.4 to 2.0 m, and the width of the saddle riding type vehicle 10 is 0.7. It is about 1.2 m. When the saddle riding type vehicle 10 is a snowmobile, the length of the saddle riding type vehicle 10 in the vehicle front direction is about 2.0 to 4.0 m, and the width of the saddle riding type vehicle 10 is 1.0 to It is about 1.2 m. When the saddle riding type vehicle 10 is a water motorcycle, the length of the saddle riding type vehicle 10 in the vehicle front direction is about 2.0 to 4.0 m, and the width of the saddle riding type vehicle 10 is 0.7 to It is about 1.3 m.
Therefore, the width (2 m) of the approach turning area Zb is about twice the average width of the saddle riding type vehicle 10 and about 1.5 times the maximum width of the saddle riding type vehicle 10. Considering the width and the total length of the saddle riding type vehicle 10 as described above, the width (2 m) of the approach turning area Zb is set so that the straddle type vehicle 10 has the approach turning area while the vehicle has a degree of freedom in traveling. It is a width that cannot make a U-turn in Zb. Here, the U-turn is a turn of 180 °. The U-turn in the approach turning area Zb is a U-turn that does not follow the edge of the approach turning area Zb.
When there is a possibility that the first saddle riding type vehicle traveling composite data Dc1 is generated in association with the traveling locus when making a U-turn in the approach turning area Zb, the first saddle riding type vehicle traveling composite data Dc1 is used. Hard to do. This is because the first straddle-type vehicle traveling composite data Dc1 generated in association with the traveling locus when the vehicle makes a U-turn in the approach turning area Zb and the approach turning area Zb travels along the edge of the approach turning area Zb. This is because the first straddle-type vehicle traveling composite data Dc1 generated in association with the traveling locus in such a case cannot be treated in the same row when it is utilized for, for example, control of the vehicle or analysis of the traveling state of the vehicle.
In the present embodiment, since the width of the approach turning area Zb is 2 m, it is possible to exclude the possibility that the first approach turning trajectory Tb1 is a running trajectory that makes a U-turn in the approach turning area Zb. Therefore, the first straddle-type vehicle traveling composite data Dc1 can be more easily utilized.

As described above, since the first saddle riding type vehicle traveling composite data Dc1 is easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data Dc1 is easy. Since the post-processing of the output first saddle riding type vehicle traveling composite data Dc1 is easy, it is possible to reduce the hardware resources to be output to which the first saddle riding type vehicle traveling composite data Dc1 is output.
As described above, the saddle riding type vehicle travel data processing device 1 of the present embodiment can make post-processing of output data efficient and reduce hardware resources. Further, the straddle-type vehicle traveling data processing method of the present embodiment can make post-processing of output data more efficient and reduce hardware resources.

(Specific Example 1 of Embodiment)
Specific Example 1 of the embodiment of the present invention will be described below with reference to FIGS. The straddle-type vehicle travel data processing device 101 of the first specific example has all the features of the saddle-ride type vehicle travel data processing device 1 of the above-described embodiment of the present invention. In the following description, description of the same parts or processes as those of the above-described embodiment of the present invention will be appropriately omitted. As shown in FIG. 2, the saddle riding type vehicle travel data processing device 101 is mounted on a motorcycle 110. The motorcycle 110 is an example of the saddle-ride type vehicle 10 of the above-described embodiment. The saddle riding type vehicle travel data processing device 101 is included in an ECU (Electronic Control Unit) 60 mounted on the motorcycle 110. The saddle riding type vehicle traveling data processing device 101 is a vehicle control device that controls the motorcycle 110 based on data relating to the traveling motorcycle 110.

In the following description, the front-rear direction, the left-right direction, and the up-down direction are the vehicle front-rear direction, the vehicle left-right direction, and the vehicle up-down direction, respectively, unless otherwise specified. The vehicle vertical direction is a direction perpendicular to the road surface when the road surface on which the motorcycle 110 is arranged is horizontal. The vehicle front direction is a direction in which the motorcycle 110 in an upright state travels straight on a horizontal road surface. The vehicle rearward direction is opposite to the vehicle frontward direction. The vehicle left-right direction is a direction orthogonal to the vehicle up-down direction and the vehicle front-rear direction, and is the left-right direction viewed from a rider R who rides on the motorcycle 110. FIG. 2 shows a state in which the motorcycle 110 stands upright on a horizontal road surface so as to be able to go straight. Arrows F, Re, U, and D in FIG. 2 represent forward, backward, upward, and downward directions, respectively.

<Overall structure of motorcycle>
As shown in FIG. 2, the motorcycle 110 includes front wheels 11, rear wheels 12, and a vehicle body frame 13. The body frame 13 has a head pipe 13a at its front part. A steering shaft (not shown) is rotatably inserted in the head pipe 13a. The upper end of the steering shaft is connected to the steering wheel (handle unit) 14. The steering wheel 14 is connected to the upper end of the front fork 15. The lower end of the front fork 15 rotatably supports the front wheel 11. The front fork 15 has a front suspension (not shown). The front suspension absorbs vertical vibrations received by the front wheels 11. The steering wheel 14, the steering shaft, the front fork 15, and the front wheel 11 can swing integrally with the body frame 13. The front wheel 11 is steered by the rider R operating the steering wheel 14. The front wheels 11 are steering wheels.

Front brakes 16 are provided on the front wheels 11. The front brake 16 is configured to be able to apply a braking force to the front wheels 11. The front brake 16 is, for example, a hydraulic brake. The front brake 16 may be a known brake other than a hydraulic brake.

The front end of the swing arm 17 is swingably supported by the body frame 13. The rear end of the swing arm 17 rotatably supports the rear wheel 12. The swing arm 17 is connected to the vehicle body frame 13 via a rear suspension 18. The rear suspension 18 absorbs vertical vibrations received by the rear wheel 12.

Rear brakes 19 are provided on the rear wheels 12. The rear brake 19 is configured to be able to apply a braking force to the rear wheels 12. The rear brake 19 is, for example, a hydraulic brake. The rear brake 19 may be a known brake other than the hydraulic type.

The body frame 13 supports the seat 20 and the fuel tank 21. The body frame 13 supports the engine unit 30. The body frame 13 supports a battery (not shown). The battery supplies electric power to electronic devices such as the ECU 60 and various sensors.

The engine unit 30 is a power source of the motorcycle 110. The engine unit 30 is configured to be able to apply a driving force to the rear wheels 12. The engine unit 30 has an engine body 31 that generates power. The power generated in the engine body 31 is transmitted to the rear wheels 12. The rear wheel 12 is a drive wheel. The engine unit 30 is a liquid-cooled engine. The cooling method of the engine unit 30 may be a natural air cooling method, a forced air cooling method, or an oil cooling method.

From here, the engine unit 30 will be described in more detail with reference to FIG. The engine body 31 shown in FIG. 3 schematically shows a part of the engine body 31. The engine body 31 is a multi-cylinder engine. FIG. 3 shows only one cylinder of the plurality of cylinders. The engine body 31 may be a single cylinder engine. The engine body 31 is a 4-stroke 1-cycle engine. The 4-stroke 1-cycle engine repeats an intake stroke, a compression stroke, a combustion stroke (expansion stroke), and an exhaust stroke for each cylinder. The timings of the combustion strokes of the three cylinders are different from each other. The engine body 31 may be a 2-stroke 1-cycle engine.

The engine body 31 has a plurality of (for example, three) combustion chambers 32. The plurality of combustion chambers 32 are arranged in a line in the left-right direction. A part of each combustion chamber 32 is constituted by a piston 33. The plurality of pistons 33 are connected to one crankshaft 35 via a plurality of connecting rods 34. A tip portion of a spark plug 36 is arranged in the combustion chamber 32. The spark plug 36 ignites a mixed gas of fuel and air in the combustion chamber 32. The spark plug 36 is connected to the ignition coil 37. The ignition coil 37 stores electric power for causing spark discharge of the spark plug 36. The piston 33 reciprocates due to the energy of combustion of the mixed gas, whereby the crankshaft 35 rotates. As a result, power is generated in the engine body 31. The crankshaft 35 is connected to the starter motor and the generator. The starter motor and the generator may be integrated. The engine body 31 is provided with an engine rotation speed sensor (not shown) and an engine temperature sensor (not shown). The engine rotation speed sensor detects the rotation speed of the crankshaft 35. The engine temperature sensor directly or indirectly detects the temperature of the engine body 31.

Although not shown, the engine body 31 has a multi-stage transmission and a clutch. The power (torque) generated by the crankshaft 35 is transmitted to the rear wheels 12 via the multistage transmission and the clutch. The multi-speed transmission has seven gear positions, for example, 1st to 6th gears and neutral. The clutch is configured to be switchable between a state of transmitting power from the crankshaft 35 and a state of not transmitting power.

As shown in FIG. 3, the engine body 31 has an intake passage portion 40 and an exhaust passage portion 50 for each combustion chamber 32. In addition, in this specification, a passage part means the structure which forms a path | route. The route means a space through which air or gas passes. The intake passage portion 40 introduces air into the combustion chamber 32. The exhaust passage portion 50 discharges the combustion gas (exhaust gas) generated in the combustion chamber 32 during the combustion process. The opening of the combustion chamber 32 connected to the intake passage portion 40 is opened and closed by the intake valve 41. The opening of the combustion chamber 32 connected to the exhaust passage portion 50 is opened and closed by the exhaust valve 51. The intake valve 41 and the exhaust valve 51 are driven by a valve operating device (not shown) included in the engine body 31. The valve train operates in conjunction with the crankshaft 35.

The engine unit 30 has an intake passage portion 42 connected to the engine body 31. The intake passage portion 42 is connected to the plurality of intake passage portions 40 of the engine body 31. The other end of the intake passage 42 is open to the atmosphere. The air taken into the intake passage portion 42 is supplied to the engine body 31. An air filter 43 is provided in the intake passage portion 42.

The engine unit 30 has an injector 44 that supplies fuel to the combustion chamber 32. One injector 44 is provided for each combustion chamber 32. The injector 44 is arranged to inject fuel in the intake passage portion 42 or the intake passage portion 42. The injector 44 may be arranged so as to inject fuel in the combustion chamber 32. The injector 44 is connected to the fuel tank 21 via a fuel hose 45. A fuel pump 46 is arranged inside the fuel tank 21. The fuel pump 46 pumps the fuel in the fuel tank 21 to the fuel hose 45.

A throttle valve 47 is arranged inside the intake passage 42. The throttle valve 47 is provided for each combustion chamber 32. Only one throttle valve 47 may be provided for the plurality of combustion chambers 32. The throttle valve 47 is configured to be able to change the opening degree in the open state. The amount of air supplied to the engine body 31 is adjusted by the opening degree of the throttle valve 47. The throttle valve 47 is an electronically controlled throttle valve. The throttle valve may be a mechanical throttle valve.

The intake passage section 42 is provided with an intake pressure sensor 71, an intake temperature sensor 72, and a throttle opening sensor (throttle position sensor) 73. The intake pressure sensor 71 detects the pressure in the intake passage portion 42. The intake air temperature sensor 72 detects the temperature of air in the intake passage portion 42. The throttle opening sensor 73 outputs a signal indicating the opening of the throttle valve 47 by detecting the position of the throttle valve 47.

The engine unit 30 has an exhaust passage portion 52 connected to the engine body 31. One end of the exhaust passage portion 52 is connected to the plurality of exhaust passage portions 50 of the engine body 31. The other end of the exhaust passage portion 52 is connected to the muffler portion 53. The exhaust gas discharged from the engine body 31 passes through the exhaust passage portion 52 and then flows into the muffler portion 53. The muffler portion 53 accommodates a catalyst 54 that purifies exhaust gas. The exhaust gas is discharged to the atmosphere after being purified by the catalyst 54. The catalyst 54 may be arranged in the exhaust passage portion 52. An oxygen sensor 75 is provided in the exhaust passage portion 52. The oxygen sensor 75 detects the oxygen concentration in the exhaust gas.

The above is the description of the engine unit 30. From here, it returns to description of the entire motorcycle 110.

As shown in FIG. 2, a brake pedal 23 is provided on the lower right portion of the motorcycle 110. Although not shown, a shift pedal is provided at the lower left part of the motorcycle 110. The brake pedal 23 and the shift pedal are operated by the feet of the rider R, respectively. A rear brake sensor 81 (see FIG. 4) that detects the operation amount of the brake pedal 23 is connected to the brake pedal 23. A shift pedal sensor (not shown) that detects the operation amount of the shift pedal is connected to the shift pedal.

The rear brake 19 applies a braking force to the rear wheels 12 by the rider R operating the brake pedal 23. The brake pedal 23 is connected to the rear brake 19 via the rear brake drive device 25 (see FIG. 4). The rear brake drive device 25 can be controlled by a vehicle control device (saddle-type vehicle travel data processing device) 101. When the rear brake 19 is a hydraulic brake, the rear brake drive device 25 includes, for example, a pipe through which hydraulic fluid flows, a valve, a pump, and the like. In this case, the vehicle control device 101 controls a solenoid valve or the like provided in the hydraulic pressure adjusting circuit. By controlling the rear brake drive device 25 by the vehicle control device 101, the braking force of the rear brake 19 can be made different even if the operation amount of the brake pedal 23 is the same. The rear brake drive device that connects the brake pedal 23 and the rear brake 19 may be different from the rear brake drive device that connects the vehicle control device 101 and the rear brake 19. In other words, two independent rear brake drive devices may be provided.

The gear position of the multi-stage transmission (not shown) of the engine unit 30 is switched by the rider R operating the shift pedal. A shift switch may be provided on the steering wheel 14 instead of the shift pedal.

The steering wheel 14 has an accelerator grip 24 (see FIG. 2), a brake lever (not shown), and a clutch lever (not shown). The accelerator grip 24 and the brake lever are arranged on the right side of the steering wheel 14. The clutch lever is arranged on the left side of the steering wheel 14. The accelerator grip 24, the brake lever, and the clutch lever are operated by the rider R's hand. An accelerator sensor 83 (see FIG. 4) that detects an operation amount of the accelerator grip 24 is connected to the accelerator grip 24. A front brake sensor 82 (see FIG. 4) that detects the operation amount of the brake lever is connected to the brake lever. A clutch lever sensor (not shown) that detects the operation amount of the clutch lever is connected to the clutch lever.

The power generated by the engine body 31 of the engine unit 30 is adjusted by the rider R operating the accelerator grip. The opening degree of the throttle valve 47 is changed according to the operation amount of the accelerator grip. More specifically, the vehicle control device (saddle-type vehicle travel data processing device) 101 controls the throttle valve 47 based on a signal from the accelerator sensor 83 that detects the operation amount of the accelerator grip. When the throttle valve 47 is a mechanical type, the accelerator grip is connected to the throttle valve 47 via a throttle wire.

The front brake 16 applies braking force to the front wheels 11 by the rider R operating the brake lever. The brake lever is connected to the front brake 16 via a front brake drive device 26 (see FIG. 4). By controlling the front brake drive device 26 by the vehicle control device 101, the braking force of the front brake 16 can be made different even if the operation amount of the brake lever is the same. The front brake drive device that connects the brake lever and the front brake 16 may be different from the front brake drive device that connects the vehicle control device 101 and the front brake 16. The front brake drive device 26 may be integrated with the rear brake drive device 25.

By the rider R operating the clutch lever, the clutch (not shown) of the engine unit 30 cuts off the transmission of power from the crankshaft 35 to the rear wheels 12. The clutch lever is operated before changing the gear position of the multi-stage transmission by the shift pedal.

Note that the engine unit 30 may have a continuously variable transmission instead of the multi-stage transmission. In this case, the motorcycle 110 may not have the shift pedal and the clutch lever. Further, the brake pedal may not be provided, and both the front brake 16 and the rear brake 19 may be operable by operating the brake lever.

By operating the steering wheel 14, the pedal brake, the brake lever, the accelerator grip 24, etc. in this manner, the rider R increases or decreases the speed of the motorcycle 110 in the vehicle front direction, or turns the motorcycle 110. can do.

The steering wheel 14 has various switches (not shown) operated by the rider R. The various switches are, for example, a main switch, an engine start switch, an engine stop switch, and the like. The main switch is a switch that switches on / off of power supply from a battery to various electric devices. The engine start switch is a switch for starting the operation of the engine unit 30, and the engine stop switch is a switch for stopping the operation of the engine unit 30.

The motorcycle 110 has a touch panel 28 (see FIG. 4). The touch panel 28 is arranged at a position where the rider R seated on the seat 20 can visually recognize it. The touch panel 28 can display various setting screens. The touch panel 28 can receive various operation inputs from the rider R. For example, rider identification information for identifying the rider R can be input to the touch panel 28. The rider identification information is, for example, the name and ID number of the rider R. Further, the touch panel 28 can display the operating state of the motorcycle 110 and the like. The touch panel 28 displays, for example, vehicle speed (vehicle forward speed), engine rotation speed, gear position, various warnings, and the like.

The motorcycle 110 has a steering angle sensor 84 that detects the steering angle of the steering wheel 14. The steering angle of the steering wheel 14 is the same as the steering angle of the front wheels 11 (steering wheels). The motorcycle 110 may not have the steering angle sensor 84.

The motorcycle 110 has a wheel speed sensor 85. The wheel speed sensor 85 detects the rotation speed of the rear wheel 12. The wheel speed sensor 85 may be a sensor that detects the rotation speed of the front wheels 11. The motorcycle 110 may have both a wheel speed sensor that detects the rotation speed of the front wheels 11 and a wheel speed sensor that detects the rotation speed of the rear wheels 12.

The signal from the wheel speed sensor 85 is transmitted to the ECU 60. The ECU 60 acquires the speed of the motorcycle 110 in the vehicle front direction based on the signal from the wheel speed sensor 85. For example, the ECU 60 calculates the speed of the rear wheel 12 in the traveling direction based on the rotation speed of the rear wheel 12 and the diameter of the rear wheel 12 detected by the wheel speed sensor 85. In the narrow sense, the speed of the rear wheel 12 in the traveling direction is the speed of the motorcycle 110 in the vehicle front direction. When the wheel speed sensor 85 is provided on the front wheel 11, the speed of the front wheel 11 in the traveling direction is calculated based on the rotation speed of the front wheel 11 detected by the wheel speed sensor 85 and the diameter of the front wheel 11. When the front wheels 11 are being steered, the traveling direction of the front wheels 11 is slightly different from the vehicle front direction of the motorcycle 110. In this specification, the speed of the front wheels 11 in the traveling direction is also included in the speed of the motorcycle 110 in the vehicle front direction. The ECU 60 may acquire the acceleration (including negative acceleration) in the vehicle front direction of the motorcycle 110 based on the signal from the wheel speed sensor 85. For example, the ECU 60 may calculate the acceleration in the vehicle front direction of the motorcycle 110 by differentiating the speed in the vehicle front direction of the motorcycle 110 calculated based on the signal of the wheel speed sensor 85 with respect to time.

The motorcycle 110 has an IMU (Inertial Measurement Unit / Inertial Measurement Unit) 86. The IMU 86 has a roll sensor, a pitch sensor, and a yaw sensor. The roll sensor of the motorcycle 110 can detect at least one of an angle around the roll axis Ro (see FIG. 2) of the vehicle body frame 13, an angular velocity, and an angular acceleration. The pitch sensor can detect at least one of an angle around the pitch axis P (see FIG. 2) of the vehicle body frame 13, an angular velocity, and an angular acceleration. The yaw sensor can detect at least one of an angle around the yaw axis Y (see FIG. 2) of the vehicle body frame 13, an angular velocity, and an angular acceleration. The roll sensor, the pitch sensor, and the yaw sensor are arranged on the motorcycle 110 so as to move integrally with the body frame 13. When the posture of the motorcycle 110 changes, the orientations of the roll axis Ro, the pitch axis P, and the yaw axis Y with respect to the road surface also change.

The yaw axis Y is parallel to the vehicle vertical direction when the motorcycle 110 is upright on a horizontal road surface. The yaw axis Y of the yaw sensor may be slightly inclined with respect to the vehicle vertical direction as long as it passes through the center of the vehicle when the motorcycle 110 is upright on a horizontal road surface. For example, the yaw axis Y may be parallel to the steering shaft. In the following description, the angle around the yaw axis Y of the vehicle body frame 13 is called the yaw angle of the motorcycle 110. When the yaw angle of the motorcycle 110 changes, the traveling direction of the motorcycle 110 changes. The yaw angle of the motorcycle 110 is related to the traveling direction of the motorcycle 110.

Roll axis Ro is orthogonal to yaw axis Y. When the motorcycle 110 standing upright on a horizontal road surface is viewed downward, the roll axis Ro is parallel to the vehicle front-rear direction. In the following description, the angle around the roll axis Ro of the vehicle body frame 13 is referred to as the roll angle of the motorcycle 110. When the roll angle of the motorcycle 110 changes, the attitude of the motorcycle 110 changes. The roll angle of the motorcycle 110 is one of the indexes indicating the posture of the motorcycle 110.

The pitch axis P is orthogonal to both the roll axis Ro and the yaw axis Y. When the motorcycle 110 standing upright on a horizontal road surface is viewed downward, the pitch axis P is parallel to the vehicle left-right direction. In the following description, the angle around the pitch axis P of the vehicle body frame 13 is referred to as the pitch angle of the motorcycle 110. When the pitch angle of the motorcycle 110 changes, the attitude of the motorcycle 110 changes. The motorcycle 110 pitch angle is one of the indexes indicating the posture of the motorcycle 110.

Note that the motorcycle 110 may not have the IMU 86. Instead of having the IMU 86, the motorcycle 110 may have at least one of a roll sensor, a pitch sensor, and a yaw sensor. The motorcycle 110 may not have the IMU 86, the roll sensor, the pitch sensor, or the yaw sensor.

The motorcycle 110 is equipped with a GNSS reception unit 90. The GNSS reception unit 90 is mounted, for example, in the front part of the motorcycle 110. The GNSS receiving unit 90 may be mounted on the rear part of the motorcycle 110, for example. The GNSS receiving unit 90 may be mounted, for example, at a substantially central portion in the front-rear direction of the motorcycle 110. The GNSS receiving unit 90 is preferably arranged in the upper part of the motorcycle 110. The GNSS receiving unit 90 is preferably arranged, for example, at a position higher than the upper ends of the front wheels 11 and the rear wheels 12. The GNSS receiving unit 90 may be arranged on the motorcycle 110 so as to move integrally with the vehicle body frame 13. The GNSS reception unit 90 may be installed in, for example, a fender, a front fork 15, or a steering wheel 14 arranged so as to cover the front wheels 11. The GNSS receiving unit 90 may be attachable to and detachable from the motorcycle 110. That is, the motorcycle 110 may be able to run even with the GNSS receiving unit 90 removed.

GNSS receiving unit 90 receives radio waves transmitted from GNSS (Global Navigation Satellite System) GNSS satellites at predetermined time intervals. The GNSS receiving unit 90 acquires the position coordinate data indicating the absolute position (latitude / longitude) of the GNSS receiving unit 90 based on the radio wave received from the GNSS satellite at predetermined time intervals. A known method using the GNSS system is adopted as a method of acquiring the position coordinate data. The radio wave transmitted from the GNSS satellite includes date and time (year, month, day and time) data. The GNSS receiving unit 90 generates position history data based on the position coordinate data. The position history data is data indicating a locus in which the positions of the GNSS receiving units 90 are arranged in time series. That is, the position history data is traveling locus data indicating the traveling locus of the motorcycle 110. The position history data (travel locus data) includes date and time data when the motorcycle 110 exists at each position.

GNSS receiving unit 90 detects the speed in the traveling direction of GNSS receiving unit 90 based on the radio wave received from the GNSS satellite. When the GNSS receiving unit 90 is installed in the rear part of the motorcycle 110, the traveling direction of the GNSS receiving unit 90 is the vehicle front direction. When the GNSS receiving unit 90 is installed on the fender of the front wheel 11, the traveling direction of the GNSS receiving unit 90 may be slightly deviated from the vehicle front direction. In this specification, the speed of the GNSS receiving unit 90 in the traveling direction is included in the speed of the motorcycle 110 in the vehicle front direction. That is, the GNSS receiving unit 90 detects the speed of the motorcycle 110 in the vehicle front direction. The GNSS receiving unit 90 may detect the speed of the motorcycle 110 in the vehicle front-rear direction by using the Doppler effect of the radio waves received from the GNSS satellite. The GNSS receiving unit 90 may detect the speed of the motorcycle 110 in the vehicle front-rear direction based on the position history data, for example.

GNSS receiving unit 90 detects the acceleration (including negative acceleration) in the traveling direction of GNSS receiving unit 90 based on the radio wave received from the GNSS satellite. That is, the GNSS receiving unit 90 detects the acceleration (including negative acceleration) in the vehicle front direction of the motorcycle 110. The GNSS receiving unit 90 may calculate the acceleration in the vehicle front direction of the motorcycle 110 by differentiating the detected speed in the vehicle front direction of the motorcycle 110 with respect to time.

GNSS receiving unit 90 detects an acceleration (including negative acceleration) in a direction orthogonal to the traveling direction of GNSS receiving unit 90 based on the radio wave received from the GNSS satellite. Depending on the installation position of the GNSS receiving unit 90, the direction orthogonal to the traveling direction of the GNSS receiving unit 90 may be slightly deviated from the vehicle left-right direction. In this specification, the acceleration in the direction orthogonal to the traveling direction of the GNSS receiving unit 90 is included in the acceleration in the vehicle left-right direction of the motorcycle 110. That is, the GNSS receiving unit 90 detects the acceleration of the motorcycle 110 in the vehicle left-right direction. The GNSS receiving unit 90 may calculate the vehicle lateral acceleration of the motorcycle 110 based on the position history data and the detected vehicle forward speed, for example. The GNSS receiving unit 90 may detect the speed of the motorcycle 110 in the vehicle left-right direction based on the radio wave received from the GNSS satellite. The GNSS receiving unit 90 may detect at least one of an angle about the yaw axis Y of the motorcycle 110, an angular velocity, and an angular acceleration based on the radio wave received from the GNSS satellite.

The GNSS receiving unit 90 may detect the vertical acceleration (including negative acceleration) of the vehicle of the GNSS receiving unit 90 based on the radio wave received from the GNSS satellite. The vehicle vertical acceleration of the GNSS reception unit 90 is the vehicle vertical acceleration at a certain position of the motorcycle 110. The GNSS receiving unit 90 may detect the speed of the GNSS receiving unit 90 in the vehicle vertical direction based on the radio wave received from the GNSS satellite. The GNSS receiving unit 90 may detect at least one of the angle around the pitch axis P of the motorcycle 110, the angular velocity, and the angular acceleration based on the radio wave received from the GNSS satellite. The GNSS receiving unit 90 may detect at least one of the angle around the roll axis Ro of the motorcycle 110, the angular velocity, and the angular acceleration based on the radio wave received from the GNSS satellite.

The GNSS receiving unit 90 may generate the speed or acceleration data in the various directions described above in association with the traveling locus data.

The GNSS receiving unit 90 transmits the generated traveling locus data and the detected velocity or acceleration data in various directions to the ECU 60. The ECU 60 may calculate the acceleration by differentiating the speed transmitted from the GNSS receiving unit 90. The ECU 60 may integrate the acceleration transmitted from the GNSS receiving unit 90 to calculate the speed. The ECU 60 may calculate the displacement (movement amount) based on the speed or acceleration transmitted from the GNSS receiving unit 90. The GNSS receiving unit 90 may transmit the generated position coordinate data to the ECU 60. In this case, the ECU 60 may generate the traveling locus data BT based on the position coordinate data transmitted from the GNSS receiving unit 90.

GNSS receiving unit 90 does not have to be always in operation while motorcycle 110 is traveling. The GNSS receiving unit 90 may be adapted to operate only when in the ON state. The on / off switching may be operated using the touch panel 28, for example.

The motorcycle 110 has an imaging device 91. The imaging device 91 includes a camera. A camera is a device that photoelectrically converts an optical image of a subject by a photographing element to generate image data (image data). The camera is realized by, for example, a CMOS (Complementary Metal Oxide Semiconductor) sensor or a CCD (Charge coupled Device) sensor. The imaging device 91 may be capable of generating only still image data or may be capable of generating moving image data. The image data generated by the imaging device 91 includes data of the date and time (year, month, day and time) taken by the camera. The imaging device 91 transmits the image data captured by the camera to the ECU 60. The image data transmitted to the ECU 60 is still image data. The image data transmitted to the ECU 60 may be moving image data.

The image pickup device 91 is arranged and set so that the posture of the rider R during the turn of the motorcycle 110 can be photographed. That is, the arrangement position of the imaging device 91 and the imaging conditions such as the orientation of the camera of the imaging device 91 and the viewing angle are set so that the posture of the rider R can be imaged. The imaging device 91 is arranged and set so that the captured image includes at least one of the head, shoulders, legs, hips, and crotch of the rider R who is turning the motorcycle 110.

Saddle-type vehicles, including motorcycles, are vehicles that make turns using the balance between centrifugal force and gravity. When turning, the rider of a straddle-type vehicle changes its attitude. A saddle-ride type vehicle is a vehicle that is driven not only by changing the behavior of the vehicle but also by changing the posture of the rider in order to make a turn. Even when riding on the same course, the rider's posture changes and the vehicle's behavior varies depending on the rider. Therefore, the traveling state such as the balance between the centrifugal force and the gravity in the straddle-type vehicle during turning varies depending on the rider even when traveling on the same course. The running state of the saddle riding type vehicle during turning may be changed by the rider's intention.

Generally, a motorcycle rider leans the motorcycle to the right when turning right, and leans the motorcycle to the left when turning left. Motorcycles have a larger weight ratio of rider to vehicle weight than automobiles. Therefore, the rider can move the center of gravity to tilt the motorcycle. A motorcycle balances gravity and centrifugal force by moving the center of gravity of the rider and the vehicle during turning.

▽ The posture of the motorcycle while going straight is maintained in an upright posture. The roll angle of the motorcycle is 0 degree or an angle near 0 degree while going straight. There is little change in the posture of the motorcycle while going straight. On the other hand, the posture of the motorcycle during turning is an inclined posture (see the saddle type vehicle 10 in FIG. 1). The rolling angle of the motorcycle during turning is greater than 0 degree. Also, during turning, the roll angle of the motorcycle changes greatly. Specifically, at the start of turning, the roll angle of the motorcycle increases. At the end of turning, the roll angle of the motorcycle decreases. In this way, the change in the posture of the motorcycle during turning becomes larger than that during the straight traveling period. Therefore, the change in the behavior of the motorcycle during the turning is larger than that during the straight traveling.

Conventionally, multiple riding forms are known as the posture of a rider who rides on a motorcycle that is turning. For example, as typical riding forms, there are three types of riding forms: lean with, lean in, and lean out. These three types of riding forms are different from each other in at least one of the head direction, shoulder position, leg position, hip position, and crotch position. However, in any of these three types of riding forms, the head orientation, shoulder position, leg position, hip position, and crotch position are closely related to the behavior of the motorcycle during turning.

Normally, the vehicle speed (speed in the forward direction of the vehicle) of the saddle riding type vehicle when turning is lower than that when going straight. The lower the vehicle speed during turning, the smaller the turning radius. In other words, the smaller the turning radius, the lower the vehicle speed at which the vehicle can turn. Therefore, when the vehicle speed of the straddle-type vehicle that is traveling straight ahead before turning is relatively high, the rider reduces the vehicle speed before and / or during turning to a speed commensurate with the turning. If the deceleration is not sufficient, the turning radius becomes large. The trajectories of the straddle-type vehicle before and during turning are closely related to the acceleration in the vehicle front direction. FIG. 5 is a diagram showing an example of a traveling locus of the motorcycle 110 and an acceleration in the vehicle front direction when traveling in an annular region Za described later. In FIG. 5, negative acceleration (deceleration) is represented by color gradation, and positive acceleration is represented by a combination of color gradation and diagonal hatching. In FIG. 5, the motorcycle 110 is decelerating before turning.

Also, depending on the rider, the timing of starting deceleration of the saddle riding type vehicle, the magnitude of the negative acceleration (deceleration), and the deceleration period differ. The rider of the straddle-type vehicle changes its posture during or after deceleration. Therefore, the running locus of the straddle-type vehicle before and during the turn and the acceleration in the vehicle front direction are closely related to the running state of the straddle-type vehicle determined by the rider's intention. The running locus of the straddle-type vehicle before and during the turn and the acceleration in the vehicle front direction are particularly likely to reflect the running state of the straddle-type vehicle.

Also, the rider of a saddle type vehicle increases the vehicle speed after or during the turn. Therefore, the traveling locus of the straddle-type vehicle after and during the turn and the acceleration in the vehicle front direction are related to the traveling state of the straddle-type vehicle that is determined by the rider's intention. Further, the traveling loci of the saddle riding type vehicle after turning and during turning are closely related to the acceleration in the vehicle front direction. For example, in FIG. 5, the motorcycle 110 is accelerating during turning. Due to the acceleration, the motorcycle 110 changes from the inclined posture to the upright posture.

As described above, the motorcycle 110 has the front suspension of the front fork 15. Not limited to the motorcycle 110, the motorcycle generally has a Freon suspension that absorbs vertical vibrations received by the front wheels. When the front speed of the motorcycle decreases, the front suspension contracts. Basically, the greater the deceleration (negative acceleration) in the vehicle front direction, the greater the amount of contraction of the front suspension. When the front suspension is contracted and the deceleration (negative acceleration) in the forward direction of the vehicle approaches zero, the contraction of the front suspension returns. Further, when the motorcycle turns while leaning in the left-right direction of the vehicle, the front suspension contracts due to centrifugal force. Basically, the greater the centrifugal force, the greater the amount of contraction of the front suspension. The greater the acceleration in the vehicle left-right direction, the greater the centrifugal force. Therefore, the greater the lateral acceleration of the vehicle, the greater the amount of contraction of the front suspension. When the vehicle's lateral acceleration approaches zero with the front suspension contracted, the front suspension contracts.

Two examples of the behavior of the front suspension when the motorcycle turns after going straight will be described with reference to FIGS. 6 and 7. The lines shown in FIGS. 6 (a) and 6 (b) show the travel locus of the motorcycle of the first example. The lines shown in FIGS. 7 (a) and 7 (b) show the traveling locus of the motorcycle of the second example. 6 (a) and 7 (a) show the line indicating the traveling locus in a display form (color gradation and diagonal hatching) according to the acceleration in the vehicle front direction of the motorcycle. 6 (b) and 7 (b) show the line indicating the traveling locus in a display form (color gradation and diagonal hatching) according to the acceleration in the vehicle left-right direction of the motorcycle. 6C is a graph in which the vertical axis represents the acceleration in the vehicle front direction in FIG. 6A and the horizontal axis represents the acceleration in the vehicle left-right direction in FIG. 6B. FIG. 7C is a graph in which the vertical axis represents acceleration in the vehicle front direction in FIG. 7A and the horizontal axis represents acceleration in the vehicle left-right direction in FIG. 7B. The running loci shown in FIG. 6 and FIG. 7 are running loci when the vehicle turns leftward after going straight. 6 (b), 6 (c), 7 (b), and 7 (c), the acceleration in the right direction of the vehicle is displayed as positive and the acceleration in the left direction of the vehicle is displayed as negative.

In the first example, as shown in FIG. 6A, the rider reduces the speed of the motorcycle in the vehicle front direction when going straight. As a result, the front suspension contracts. When the vehicle decelerates to a speed commensurate with the turn, the rider reduces the degree of deceleration of the motorcycle or makes the speed substantially constant, as shown in FIG. 6 (a). As a result, the front suspension contracts. After that, the rider tilts the vehicle to the left of the vehicle, and the motorcycle turns left. As a result, as shown in FIG. 6 (b), the acceleration of the motorcycle in the vehicle left direction increases. Therefore, the front suspension contracts again.
As described above, in the first example, the front suspension temporarily expands and contracts again when shifting from straight traveling to turning. As shown in FIGS. 6A, 6B, and 6C, a state in which the deceleration (negative acceleration) in the front direction of the vehicle is relatively large and a state in which the positive acceleration in the left direction of the vehicle is relatively large. Since there is a state where the acceleration in the vehicle front direction and the acceleration in the vehicle left-right direction are both zero or close to zero, the front suspension stretches once and then contracts again. By inclining the motorcycle after the front suspension has completely contracted, the fluctuation of the motorcycle is reduced. By reducing the fluctuation of the motorcycle, the running locus is likely to be a smoother straight line or curved line.

In the second example, as shown in FIG. 7A, the rider reduces the speed of the motorcycle in the vehicle front direction at the time of going straight or at the beginning of turning. As a result, the front suspension contracts. The rider leans the motorcycle to the left of the vehicle for turning while decelerating to the front of the vehicle. As a result, as shown in FIGS. 7 (a), 7 (b) and 7 (c), a state in which the deceleration (negative acceleration) in the front direction of the vehicle is relatively large and a positive acceleration in the left direction of the vehicle is The state of being somewhat large is almost continuous. Therefore, the front suspension remains contracted.
As described above, in the second example, the vehicle goes straight to turn while the front suspension is contracted. That is, in the second example, as compared with the first example, only one operation of extending the front suspension and one operation of contracting the front suspension are unnecessary. When the motorcycle is tilted, the front suspension does not expand or contract, so the motorcycle is less likely to wobble. By reducing the fluctuation of the motorcycle, the running locus is likely to be a smoother straight line or curved line.

Note that the saddle riding type vehicle in which the above-mentioned behavior of the front suspension occurs is not limited to the motorcycle. The same behavior occurs in a saddle-ride type vehicle in which a front suspension that absorbs vertical vibrations is provided in the front part of the vehicle and the vehicle leans in the left-right direction of the vehicle when turning.

When a motorcycle runs on a course that is not a general road, the range of acceleration and speed in the forward direction of the motorcycle differs depending on the level of the rider's driving skills. This will be described in detail with reference to FIG. FIG. 8 shows a guideline of a range of acceleration in the front direction of the vehicle and a range of speed in the left-right direction of the vehicle when a motorcycle on which riders having different driving skill levels are riding travels on a specific course. The specific course here is not limited to one course. The specific course may include a plurality of courses having similar acceleration tendencies. The specific course may or may not include the annular region Zb described below. In FIG. 8, the vertical axis represents the acceleration in the vehicle front direction, and the horizontal axis represents the acceleration in the vehicle left-right direction. In FIG. 8, a circular area A3 and two elliptical areas A1 and A2 are displayed. The area A1 represents a standard of the acceleration range in the vehicle front direction and the acceleration range in the vehicle left-right direction of the motorcycle on which the rider of the beginner level rides. That is, the acceleration in the vehicle front direction and the acceleration in the vehicle left-right direction of the motorcycle on which the rider at the beginner's level rides are approximately numerical values within the area A1. The area A2 represents a standard of the acceleration range in the vehicle front direction and the acceleration range in the vehicle left-right direction of the motorcycle on which the rider of an intermediate level rides. The area A3 represents a standard of the acceleration range in the vehicle front direction and the acceleration range in the vehicle left-right direction of the motorcycle on which a rider of a high level rides. Since the area A3 is merely a guide, the acceleration in the vehicle front direction and the acceleration in the vehicle left-right direction may exceed the area A3 depending on the driving skill level of the advanced driver. As shown in FIG. 8, the range of acceleration in the vehicle left-right direction in each of the areas A1, A2, and A3 is −0.4 to +0.4 G. The acceleration range in the vehicle front direction in the area A1 is -0.2 to + 0.2G. The acceleration range in the vehicle front direction in the area A2 is -0.3 to + 0.3G. The acceleration range in the vehicle front direction in the area A3 is −0.4 to + 0.4G. As described above, the range of the acceleration in the front direction of the vehicle varies depending on the level of the driving skill of the rider. On the other hand, the range of acceleration in the left-right direction of the vehicle is substantially the same regardless of the level of driving skill of the rider R. The numerical values of the areas A1, A2, A3 may differ depending on the course on which the vehicle travels. In addition, the numerical values of the areas A2 and A3 may differ depending on the priorities during running. For example, the numerical values may differ between the case of traveling faster on the course and the case of traveling with a higher or more accurate driving technique.

In FIG. 8, a circular area An is also displayed. The area An represents a range of acceleration in the front direction of the vehicle and a range of acceleration in the left-right direction of the vehicle when the motorcycle travels on the general road. The range of acceleration in the vehicle front direction of the area A2 is -0.2 to +0.2 G, and the range of acceleration in the vehicle left and right direction is -0.2 to +0.2 G. That is, the acceleration in the front direction of the vehicle and the acceleration in the left-right direction of the vehicle of the motorcycle traveling on the general road are approximately numerical values within the region An. If the vehicle can travel within the acceleration range of the area A2, it can travel on a general road with a margin.

FIG. 9 is a graph showing the relationship between the speed v in the vehicle front direction of the straddle-type vehicle during turning and the acceleration a in the vehicle left-right direction of the saddle-ride type vehicle. The horizontal axis of FIG. 9 represents the speed v in the vehicle front direction, and the vertical axis represents the acceleration a in the vehicle left direction or the vehicle right direction. FIG. 9 shows a graph when the turning radius r is 2 m, 3 m, 4 m, 5 m, 6 m, 7 m, 8 m, 9 m, and 10 m. The acceleration a in the vehicle left-right direction is represented by a = v ² / r. The graph of FIG. 9 is based on this equation. The smaller the turning radius r, the larger the change in the acceleration a in the vehicle left-right direction with respect to the change in the speed v in the vehicle front direction. In addition, the smaller the turning radius r, the easier the attitude of the saddle riding type vehicle changes.

<ECU configuration>
As shown in FIG. 2, the motorcycle 110 has an ECU (Electronic Control Unit) 60. The ECU 60 includes at least one processor such as a CPU (Central Processing Unit) and at least one storage device such as a ROM (Read Only Memory) and a RAM (Random Access Memory). The CPU executes information processing based on programs and various data stored in the ROM and RAM. The ECU 60 may be one device arranged at one place, or may be composed of a plurality of devices arranged at different positions. As shown in FIG. 4, the ECU 60 includes an intake pressure sensor 71, an intake temperature sensor 72, a throttle opening sensor 73, an oxygen sensor 75, an engine speed sensor, an engine temperature sensor, a rear brake sensor 81, a front brake sensor 82, an accelerator. It is connected to various sensors such as the sensor 83, the steering angle sensor 84, the wheel speed sensor 85, and the IMU 86. The ECU 60 is connected to the GNSS receiving unit 90, the imaging device 91, and the touch panel 28. The ECU 60 is connected to the ignition coil 37 of the engine unit 30, the injector 44, the fuel pump 46, the throttle valve 47, the starter motor (not shown), and the like. The ECU 60 is connected to the front brake drive device 26 and the rear brake drive device 25. The ECU 60 controls each part of the motorcycle 110. The ECU 60 includes a vehicle control device (saddle-type vehicle travel data processing device) 101.

<Structure of saddle riding type vehicle data processing device>
The saddle riding type vehicle travel data processing device 101 includes a processor 102, a storage unit 103, an engine control processor 61, and a brake control processor 62. The processor 102 is an example of the processor 2 of the above embodiment. The storage unit 103 is an example of the storage unit 3 of the above embodiment. The processor 102 executes information processing based on the programs and data stored in the storage unit 103.

The engine control processor 61 executes engine control processing. The engine control processor 61 executes fuel control processing and ignition timing control processing as engine control processing. In the fuel control process, the fuel injection amount injected from each injector 44 is controlled. In the ignition timing control process, the ignition timing is controlled. The ignition timing is the timing of discharge of the spark plug 36. In the fuel control process, the engine control processor 61 controls the fuel pump 46 and the injector 44 based on signals from the sensors 71 to 75, 81 to 88 and the like. The fuel injection amount injected from the injector 44 is controlled by controlling the fuel pump 46 and the injector 44. In the ignition timing control process, the engine control processor 61 controls energization of the ignition coil 37 based on signals from the sensors 71 to 75, 81 to 88 and the like. As a result, the timing of discharging the spark plug 36 is controlled.

The brake control processor 62 executes a brake control process. In the brake control process, the braking force applied by the front brake 16 to the front wheels 11 and the braking force applied by the rear brake 19 to the rear wheels 12 are controlled. The brake control processor 62 controls the front brake drive device 26 and the rear brake drive device 25 based on signals from the front brake sensor 82, the rear brake sensor 81, and the like. The control of the front brake drive device 26 controls the braking force applied by the front brake 16 to the front wheels 11. The control of the rear brake drive device 25 controls the braking force applied by the rear brake 19 to the rear wheels 12.

The saddle riding type vehicle traveling data processing device 101 acquires traveling locus data (position history data) BT related to the traveling locus of the motorcycle 110. The traveling locus data BT is acquired from the GNSS receiving unit 90. Alternatively, the traveling locus data BT is generated by the ECU 60 based on the position coordinate data transmitted from the GNSS receiving unit 90. In this case, the traveling locus data BT may be generated by the saddle riding type vehicle traveling data processing device 101 or may be generated by another processor of the ECU 60.

The saddle riding type vehicle traveling data processing device 101 acquires the forward acceleration data BA related to the forward acceleration of the motorcycle 110. The forward acceleration data BA may be obtained from the GNSS receiving unit 90. The saddle riding type vehicle traveling data processing device 101 may generate the forward acceleration data BA based on the vehicle forward speed of the motorcycle 110 detected by the GNSS receiving unit 90. The saddle riding type vehicle travel data processing device 101 may generate the forward acceleration data BA based on the signal from the wheel speed sensor 85.

The saddle riding type vehicle traveling data processing device 101 acquires the lateral acceleration data BL related to the lateral acceleration of the motorcycle 110. The lateral acceleration data BL may be acquired from the GNSS receiving unit 90. The saddle riding type vehicle traveling data processing device 101 uses the lateral acceleration data based on the vehicle front speed or acceleration of the motorcycle 110 detected by the GNSS receiving unit 90 and the position history data generated by the GNSS receiving unit 90. BL may be generated. The saddle riding type vehicle traveling data processing device 101 may generate the lateral acceleration data BL based on the signal of the wheel speed sensor 85 and the position history data generated by the GNSS receiving unit 90.

The saddle riding type vehicle travel data processing device 101 acquires vehicle attitude data B1V related to the attitude of the motorcycle 110. The vehicle attitude data B1V is generated by the ECU 60. The vehicle attitude data B1V may be generated by the saddle riding type vehicle travel data processing device 101 or may be generated by another processor of the ECU 60.

The vehicle attitude data B1V is generated using at least one of the GNSS receiving unit 90, the IMU 86, and the steering angle sensor 84. Specifically, the vehicle attitude data B1V is the vehicle lateral acceleration of the motorcycle 110 detected by the GNSS receiving unit 90, the vehicle vertical acceleration at a certain position of the motorcycle 110 detected by the GNSS receiving unit 90, IMU86. And a signal from the steering angle sensor 84. The vehicle attitude data B1V may be generated using only the GNSS receiving unit 90. The vehicle attitude data B1V may be generated using only the IMU 86.

The vehicle attitude data B1V may be data related to at least one of the roll angle, the pitch angle, and the yaw angle of the motorcycle 110. The vehicle attitude data B1V may be data related to the steering angle of the front wheels 11 (steering wheels). The vehicle attitude data B1V may be data relating to displacement of the motorcycle 110 at a certain position in the vehicle left-right direction. The vehicle attitude data B1V may be data relating to displacement of the motorcycle 110 at a certain position in the vehicle vertical direction. The vehicle attitude data B1V includes a roll angle, a pitch angle, a yaw angle, a steering angle of the front wheels 11 (steering wheels), a lateral displacement of the vehicle at a certain position of the motorcycle 110, and a vertical displacement of the vehicle at a certain position of the motorcycle 110. May be data that quantitatively indicates at least one of the above.

The saddle riding type vehicle traveling data processing device 101 acquires the rider attitude data B1R related to the rider R riding the motorcycle 110. The rider posture data B1R is generated by the ECU 60. The rider posture data B1R may be generated by the saddle riding type vehicle travel data processing device 101 or may be generated by another processor of the ECU 60. The rider posture data B1R is generated based on the image data generated by the imaging device 91. The rider attitude data B1R is not image data. The rider posture data B1R is generated by image analysis processing, for example. The rider posture data B1R is data relating to at least one of the head direction, shoulder position, leg position, hip position, and crotch position of the rider R. The rider attitude data B1R may be data that quantitatively indicates at least one of the head direction, shoulder position, leg position, hip position, and crotch position of the rider R.

The saddle riding type vehicle traveling data processing device 101 acquires the rider identification data BI for identifying the rider R riding on the motorcycle 110. The rider identification data BI is generated based on the rider identification information input on the touch panel 28. The rider identification data BI may be automatically transmitted to the ECU 60 from a device mounted or owned by the rider R when the rider R gets on the motorcycle 110, for example. The rider identification data BI acquired by the saddle riding type vehicle traveling data processing device 101 is stored in the storage unit 103 as “current rider identification data BI”. When the rider identification information different from the rider identification information previously input to the touch panel 28 is input to the touch panel 28, the “current rider identification data BI” stored in the storage unit 103 is updated. The updated rider identification data BI may also be stored in the storage unit 103.

<Saddle-type vehicle driving data processing method>
Next, a processing procedure of the straddle-type vehicle travel data processing method of the first specific example and the processing procedure of the saddle-ride type vehicle travel data processing program of the first specific example will be described. The saddle-ride type vehicle travel data processing method according to the specific example 1 is a procedure of processing executed by the processor 102 of the saddle-ride type vehicle travel data processing device 101.

As a precondition for performing the saddle riding type vehicle traveling data processing method of the first specific example, the motorcycle 110 travels in the annular area Za having a predetermined shape. In order to perform the straddle-type vehicle travel data processing method of the first specific example, the course on which the motorcycle 110 travels is limited. The annular area Za is not a general road. The annular area Za may be a racetrack. The annular area Za may be, for example, a paved surface such as a parking lot. The circular area Za may be a general road.

As shown in FIG. 10, the annular area Za is annular. The annular area Za is composed of an approach turning area Zb, a second linear area Ze, and a second turning area Zf. The annular area Za corresponds to the first annular area of the present invention. The annular region Za has a substantially elliptical shape (elliptical shape). The distance between the inner peripheral edge and the outer peripheral edge of the annular region Za is constant at 2 m. In the following description of the annular region Za, the front end refers to the end in the direction in which the motorcycle 110 travels (progresses) in the annular region Za. The rear end is the opposite end. The second linear region Ze has a linear shape. The second linear region Ze is connected to the front end of the first turning region Zd. The second turning region Zf has an arc shape. The second turning region Zf is connected to the front end of the second linear region Ze and the rear end of the approach region Zc.

The approach turning area Zb includes the linear approach area Zc and the arc-shaped first turning area Zd as described in the above embodiment. The approach area Zc is an area between the first straight line SL1 and the second straight line SL2. The first turning area Zd is an area between the first arc CA1 and the second arc CA2.

The first straight line SL1 is greater than 0 m and 65 m or less. The first straight line SL1 may be 1 m or more. The first straight line SL1 may be 2 m or more. The first straight line SL1 may be 5 m or more. The first straight line SL1 may be 10 m or more. The first straight line SL1 may be 15 m or more. The first straight line SL1 may be 20 m or more. The first straight line SL1 may be 25 m or more. The first straight line SL1 may be 30 m or more. The first straight line SL1 may be 35 m or more. The first straight line SL1 may be 40 m or more. The first straight line SL1 may be 45 m or more. The first straight line SL1 may be 55 m or less. The first straight line SL1 may be 50 m or less. The first straight line SL1 may be 45 m or less. The first straight line SL1 may be 40 m or less. The first straight line SL1 may be 35 m or less. The first straight line SL1 may be 30 m or less. The first straight line SL1 may be 25 m or less. The first straight line SL1 may be 20 m or less. The first straight line SL1 may be 15 m or less. The first straight line SL1 may be 10 m or less. The first straight line SL1 may be 5 m or less. The first straight line SL1 may be 2 m or less. The first straight line SL1 may be 1 m or less.

In FIG. 10, the central angle of the first arc CA1 is 180 °. The central angle of the first arc CA1 is not limited to this angle and may be 90 ° or more and 270 ° or less. The central angle of the first arc CA1 may be a value near 180 °. The central angle of the first arc CA1 may be 90 ° or its vicinity. The central angle of the first arc CA1 may be 270 ° or its vicinity. The central angle of the first arc CA1 may be smaller than 180 °. The central angle of the first arc CA1 may be larger than 180 °.

The radius of the first arc CA1 is 2 m or more and 10 m or less. The radius of the first arc CA1 may be 3 m or more. The radius of the first arc CA1 may be 4 m or more. The radius of the first arc CA1 may be 5 m or more. The radius of the first arc CA1 may be 6 m or more. The radius of the first arc CA1 may be 7 m or more. The radius of the first arc CA1 may be 8 m or more. The radius of the first arc CA1 may be 9 m or more. The radius of the first arc CA1 may be 9 m or less. The radius of the first arc CA1 may be 8 m or less. The radius of the first arc CA1 may be 7 m or less. The radius of the first arc CA1 may be 6 m or less. The radius of the first arc CA1 may be 5 m or less. The radius of the first arc CA1 may be 4 m or less. The radius of the first arc CA1 may be 3 m or less.

Normally, the acceleration in the vehicle left-right direction of the straddle-type vehicle during turning is about 0.1 G to 0.8 G. The lateral acceleration of the saddle riding type vehicle during turning is preferably about 0.3G to 0.6G. When the radius of the first arc CA1 is 2 m or more and less than 3 m, the radius of the second arc CA2 is 4 m or more and less than 5 m, so the turning radius of the motorcycle 110 traveling in the first turning region Zd is 3 m or more and less than 5 m. Is. From the graph of FIG. 9, when the turning radius is 2 m or more and less than 5 m and the acceleration in the vehicle left-right direction of the saddle riding type vehicle during turning is 0.3 G to 0.6 G, the vehicle front direction of the saddle riding type vehicle during turning The speed is about 8 to 20 km / h. This speed is a value on the assumption that the speed in the vehicle front direction of the saddle riding type vehicle during one turning operation is constant.
A vehicle in which the motorcycle 110 accelerates and decelerates straight in the approach area Zc and makes a turn in the first turning area Zd at a constant speed and makes a turn in the second turning area Zf. It is assumed to be the same as the forward velocity. Under this assumption, in order to clarify the difference in the running state of the motorcycle 110 for each rider, the difference between the speed in the vehicle front direction during turning and the maximum value in the vehicle front direction during straight traveling is 20 km / h. It is preferable that the acceleration in the vehicle front direction while traveling straight ahead is about ± 0.2 to ± 0.5 G. Under the above assumptions, if the minimum value of the speed in the vehicle front direction when traveling straight in the approach area Zc is v _MIN and the maximum value is v _MAX, and the acceleration in the vehicle front direction when traveling straight is ± a ′, then the first straight line The length of SL1 is (v _MAX ² −v _MIN ² ) / a ′. Therefore, when the speed in the vehicle front direction during turning is about 8 km / h, the difference between the speed during straight traveling and the speed during turning is 20 km / h, and the acceleration during straight traveling becomes ± 0.5 G. The length L needs to be about 11 m. Further, when the speed of the vehicle in the forward direction during turning is about 20 km / h, the speed difference between the straight traveling and the turning is 20 km / h and the acceleration during the straight traveling is ± 0.2 G. The length L needs to be about 48 m. Therefore, when the radius of the first arc CA1 is 2 m or more and less than 3 m, the length of the first straight line SL1 is preferably 11 to 48 m.

Further, when the radius of the first arc CA1 is 3 m or more and less than 4 m, the turning radius of the motorcycle 110 traveling in the first turning region Zd is 3 m or more and less than 6 m. From the graph of FIG. 9, when the turning radius is 3 m or more and less than 6 m and the acceleration in the vehicle left-right direction of the saddle riding type vehicle during turning is 0.3 G to 0.6 G, the vehicle front direction of the saddle riding type vehicle during turning The speed is about 10 to 22 km / h. When the speed in the vehicle front direction during turning is about 10 km / h, in order for the speed difference between straight traveling and turning to be 20 km / h and the acceleration during straight traveling to be ± 0.5 G, the length L of the first straight line SL1 is L. Requires about 12 m.
When the speed in the front direction of the vehicle during turning is about 22 km / h, the difference in speed between straight traveling and turning is 20 km / h, and the acceleration during straight traveling is ± 0.2 G. Requires about 51 m. Therefore, when the radius of the first arc CA1 is 3 m or more and less than 4 m, the length of the first straight line SL1 is preferably 12 to 51 m.

Similarly, when the radius of the first arc CA1 is 4 m or more and less than 5 m, the length of the first straight line SL1 is preferably 13 to 54 m. When the radius of the first arc CA1 is 5 m or more and less than 6 m, the length of the first straight line SL1 is preferably 14 to 56 m. When the radius of the first arc CA1 is 6 m or more and less than 7 m, the length of the first straight line SL1 is preferably 15 to 59 m. When the radius of the first arc CA1 is 7 m or more and less than 8 m, the length of the first straight line SL1 is preferably 16 to 60 m. When the radius of the first arc CA1 is 8 m or more and less than 9 m, the length of the first straight line SL1 is preferably 16 to 62 m. When the radius of the first arc CA1 is 9 m or more and 10 m or less, the length of the first straight line SL1 is preferably 17 to 65 m. From the above, when the radius of the first arc CA1 is 2 m or more and less than 10 m, the length of the first straight line SL1 is preferably 11 m to 65 m.

In FIG. 10, the second straight line area Ze is parallel to the approach area Zc. The second straight line area Ze does not have to be parallel to the approach area Zc. In FIG. 10, the length of the second linear region Ze is the same as the length of the approach region Zc. The length of the second straight line area Ze may be different from the length of the approach area Zc. In FIG. 10, the radius of the inner peripheral edge of the second turning region Zf is the same as the radius of the inner peripheral edge (first arc) of the first turning region Zd. The radius of the inner peripheral edge of the second turning region Zf may not be the same as the radius of the inner peripheral edge (first arc CA1) of the first turning region Zd.

A plurality of guide portions 7 are arranged in at least one of the inside and outside of the annular area Za. The plurality of guide portions 7 are provided to guide the traveling direction of the motorcycle 110 so that the motorcycle 110 travels in the annular region Za. The guide part 7 is provided on the ground. The guide unit 7 may be configured such that the motorcycle 110 can travel on the guide unit 7. For example, the guide unit 7 may be a mark or the like displayed on the ground. In this case, the guide portion 7 guides the traveling direction of the motorcycle 110, but does not limit the traveling direction. The guide unit 7 may be configured to limit the traveling direction of the motorcycle 110. For example, the guide portion 7 may project from the ground.

The guide unit 7 may be installed on the ground so that the installation location can be freely changed. The guide part 7 may be fixed to the ground. For example, a load cone (pylon) may be used as the guide unit 7 whose installation location can be freely changed. The load cone may be a conical load cone, and may be a load cone having a shape other than a conical shape such as a hemispherical shape. The load cone may be a load cone having a height of about 45 to 70 cm, or a small load cone having a height of about 5 cm.

The plurality of guide portions 7 include a plurality of approach turning guide portions 7b for guiding the traveling direction of the motorcycle 110 so that the motorcycle 110 travels in the approach turning area Zb. The plurality of approach turning guide portions 7b are provided in at least one of the inside and outside of the approach turning area Zb. The outside of the approach turning area Zb herein means outside the approach turning area Zb and outside the annular area Za.

The plurality of approach turning guide parts 7b include two approach guide parts 7c for guiding the traveling direction of the motorcycle 110 so that the motorcycle 110 travels in the approach region Zc. The plurality of approach turning guide parts 7b include a plurality of turning guide parts 7d for guiding the traveling direction of the motorcycle 110 so that the motorcycle 110 travels in the first turning region Zd. In FIG. 10, the number of turning guide portions 7d is five.

The two approach guide parts 7c are arranged in the approximate center of the approach area Zc. The straight line passing through the two approach guide portions 7c is substantially orthogonal to the first straight line SL1. The motorcycle 110 passes between the two approach guide portions 7c. In FIG. 10, one of the two approach guide portions 7c, which is closer to the first straight line SL1, is located outside the approach area Zc. Of the two approach guide portions 7c, the approach guide portion 7c closer to the first straight line SL1 may be arranged on the first straight line SL1 or may be arranged in the approach area Zc. In FIG. 10, the approach guide portion 7c, which is closer to the second straight line SL2, of the two approach guide portions 7c is arranged in the approach area Zc. Of the two approach guide portions 7c, the approach guide portion 7c that is closer to the second straight line SL2 may be arranged on the second straight line SL2 or may be arranged outside the approach region Zc. The shortest distance between the two approach guide portions 7c and the first straight line SL1 may be shorter than the shortest distance between the two approach guide portions 7c and the second straight line SL2.

The plurality of turning guide portions 7d are arranged along the first arc CA1. The motorcycle 110 passes between the turning guide portion 7d and the second arc CA2. In FIG. 10, the plurality of turning guide portions 7d are arranged on the first arc CA1. The turning guide portion 7d may be arranged radially inside the first arc CA1, or may be arranged radially outside the first arc CA1.

The guide portion 7 of the second linear area Ze is provided similarly to the approach guide portion 7c of the approach area Zc. The guide portion 7 of the second turning area Zf is provided similarly to the turning guide portion 7d of the first turning area Zd.

One of the traveling loci when the motorcycle 110 travels in the annular area Za under the annular shape provided with such a guide portion 7 is referred to as a first annular locus Ta1. The first annular locus Ta1 is a traveling locus of the motorcycle 110 when the motorcycle 110 continuously travels in the annular region Za including the approach turning region Zb for at least one revolution. The first annular locus Ta1 includes a first approach turning locus Tb1 which is a running locus when the motorcycle 110 travels in the approach turning region Zb. The first approach turning locus Tb1 is a running locus of the motorcycle 110 when running continuously over the entire approach turning area Zb so as to enter the first turning area Zd from the approach area Zc. The first approach turning trajectory Tb1 is a traveling trajectory of the motorcycle 110 when traveling along the first straight line SL1 and the first arc CA1. The first annular locus Ta1 is connected to the rear end of the first approach turning locus Tb1 and includes a traveling locus during turning having the same turning direction as the first approach turning locus Tb1. The traveling locus is a traveling locus when traveling in the second turning region Zf.

The first approach turning locus Tb1 is the running locus of the motorcycle 110 when traveling in the approach area Zc, and the first approach locus Tc1 is the running trajectory of the motorcycle 110 when traveling in the first turning area Zd. One turning locus Td1 is included. The first approach trajectory Tc1 is a traveling trajectory when traveling in the approach area Zc while passing between the two approach guide portions 7c. The first turning locus Td1 is a running locus when the motorcycle 110 travels in the first turning region Zd while passing between the turning guide portion 7d and the second arc CA2.

The first annular locus Ta1 includes a traveling locus when the motorcycle 110 turns in the second turning region Zf. The traveling locus when the motorcycle 110 turns in the second turning region Zf is connected to the rear end of the first approach turning locus Tb1. The traveling locus when the motorcycle 110 turns in the second turning region Zf has the same turning direction as the first approach turning locus Tb1.

Information processing executed by the processor 102 will be described with reference to the flowchart of FIG. 11. As shown in FIG. 11, the processor 102 includes a saddle-ride type vehicle travel data acquisition process S11, a rider identification data acquisition process S12, a saddle-ride type vehicle travel composite data generation process S13, and a saddle-ride type vehicle travel composite data storage. The processing S14 and the saddle riding type vehicle traveling composite data output processing S15 are executed.

In the saddle riding type vehicle travel data acquisition process S11, the processor 102 acquires the first approach turning trajectory data DTb1. The first approach turning locus data DTb1 is data related to the first approach turning locus Tb1. The traveling locus data BT described above includes the first approach turning locus data DTb1. The processor 102 extracts the first approach turning trajectory data DTb1 from the traveling trajectory data BT. Therefore, the first approach turning trajectory data DTb1 is data generated using GNSS. The processor 102 may extract the first approach turning trajectory data DTb1 from the traveling trajectory data BT based on the shape of the traveling trajectory shown in the traveling trajectory data BT.

In the saddle riding type vehicle travel data acquisition process S11, the processor 102 may acquire the first ring-shaped trajectory data DTa1. The first ring-shaped trajectory data DTa1 is data related to the first ring-shaped trajectory Ta1. The processor 102 extracts the first circular trajectory data DTa1 from the traveling trajectory data BT. The first circular trajectory data DTa1 includes first approach turning trajectory data DTb1.

In the saddle riding type vehicle traveling data acquisition processing S11, the processor 102 acquires the first approach turning front direction acceleration data DAb1. The first approach turning front direction acceleration data DAb1 is data relating to the vehicle front direction acceleration of the motorcycle 110 when traveling on the first approach turning locus Tb1. The above-mentioned forward acceleration data BA includes the first approach turning forward acceleration data DAb1. The processor 102 extracts the first approach turning front direction acceleration data DAb1 from the front direction acceleration data BA. When the forward acceleration data BA is acquired from the GNSS receiving unit 90, the first approach turning forward acceleration data DAb1 is data generated using GNSS. The first approach turning front direction acceleration data DAb1 is data indicating accelerations at a plurality of timings during traveling on the first approach turning trajectory Tb1. The plurality of timings may be consecutive. When the forward acceleration data BA is data generated by the GNSS receiving unit 90 and is associated with the traveling trajectory data BT in advance, the first approach turning forward acceleration data DAb1 is the first approach turning trajectory data DTb1. May be extracted based on. The traveling locus data BT includes date and time data of each position on the locus. The forward acceleration data BA also includes the date and time when the acceleration was detected. The first approach turning forward acceleration data DAb1 may be extracted by using the date and time data included in the first approach turning trajectory data DTb1 and the date and time data included in the forward acceleration data BA.

In the saddle riding type vehicle travel data acquisition process S11, the processor 102 may acquire the first annular forward acceleration data DAa1. The first annular forward acceleration data DAa1 is data relating to the vehicle forward acceleration of the motorcycle 110 when traveling on the first annular locus Ta1. The processor 102 extracts the first annular forward acceleration data DAa1 from the lateral acceleration data BL. The first annular forward acceleration data DAa1 includes first approach forward turning acceleration data DAb1.

In the saddle riding type vehicle travel data acquisition process S11, the processor 102 may acquire the first approach turning left / right direction acceleration data DLb1. The first approach turning left-right acceleration data DLb1 is data relating to the vehicle left-right acceleration of the motorcycle 110 when traveling on the first approach turning trajectory Tb1. The left-right acceleration data BL includes the first approach turning left-right acceleration data DLb1. The processor 102 extracts the first approach turning left / right acceleration data DLb1 from the left / right acceleration data BL. Therefore, the first approach turn left / right acceleration data DLb1 is data generated using GNSS. The first approach turning left / right acceleration data DLb1 is data indicating accelerations at a plurality of timings during traveling on the first approach turning trajectory Tb1. The plurality of timings may be consecutive. When the lateral acceleration data BL is associated with the traveling trajectory data BT in advance, the first approach turning lateral acceleration data DLb1 may be extracted based on the first approach turning trajectory data DTb1. The lateral acceleration data BL includes data of the date and time when the acceleration was detected. The first approach turning left / right acceleration data DLb1 may be extracted by using the date / time data included in the first approach turning trajectory data DTb1 and the date / time data included in the left / right acceleration data BL.

In the saddle riding type vehicle travel data acquisition processing S11, the processor 102 may acquire the first annular left-right acceleration data DLa1. The first annular left-right acceleration data DLa1 is data relating to the vehicle left-right acceleration of the motorcycle 110 when traveling on the first annular locus Ta1. The processor 102 extracts the first annular lateral acceleration data DLa1 from the lateral acceleration data BL. The first annular lateral acceleration data DLa1 includes first approach turning lateral acceleration data DLb1.

In the saddle riding type vehicle travel data acquisition process S11, the processor 102 may acquire the first turning vehicle attitude data D1V1. The first turning vehicle attitude data D1V1 is data relating to the attitude of the motorcycle 110 when traveling on the first turning trajectory Td1. The vehicle attitude data B1V described above includes the first turning vehicle attitude data D1V1. The processor 102 extracts the first turning vehicle attitude data D1V1 from the vehicle attitude data B1V. Therefore, the first turning vehicle attitude data D1V1 indicates the roll angle, the pitch angle, the yaw angle of the motorcycle 110 running on the first turning trajectory Td1, the steering angle of the front wheels 11 (steering wheels), and the position of the motorcycle 110. It is data related to at least one of displacement in the vehicle left-right direction and displacement in the vehicle up-down direction at a certain position of the motorcycle 110. The first turning vehicle attitude data D1V1 may be data indicating the attitude of the vehicle 110 at a plurality of timings when traveling on the first turning trajectory Td1, and the vehicle at only one timing when traveling on the first turning trajectory Td1. It may be data indicating the posture of 110. The plurality of timings may be consecutive. The vehicle attitude data B1V includes data on the date and time when a sensor or the like detects the data that is the basis of the vehicle attitude data B1V. The first turning vehicle attitude data D1V1 may be extracted by using the date and time data included in the first approach turning trajectory data DTb1 and the date and time data included in the vehicle attitude data B1V.

In the saddle riding type vehicle travel data acquisition process S11, the processor 102 may acquire the first turning rider posture data D1R1. The first turning rider posture data D1R1 is data relating to the posture of the rider R riding on the motorcycle 110 when traveling on the first turning locus Td1. The rider attitude data B1R described above includes the first turning rider attitude data D1R1. The processor 102 extracts the first turning rider posture data D1R1 from the rider posture data B1R. Therefore, the first turning rider posture data D1R1 includes at least one of the head direction, shoulder position, leg position, hip position, and crotch position of the rider R traveling on the first turning trajectory Td1. Is data related to. The first turning rider posture data D1R1 may be data indicating the postures of the rider R at a plurality of timings during traveling on the first turning trajectory Td1, and the rider at only one timing during traveling on the first turning trajectory Td1. It may be data indicating the posture of R. The rider posture data B1R includes data of the date and time when the camera of the image pickup device 91 took a picture. As described above, the traveling locus data BT and the vehicle attitude data B1V include date and time data. The first turning rider posture data D1R1 may be extracted by using the date and time data included in the first approach turning trajectory data DTb1 and the date and time data included in the rider posture data B1R. Further, by using the date and time data included in the first turning vehicle attitude data D1V1 and the date and time data included in the rider attitude data B1R, the first turning rider attitude data D1R1 at the same timing as the first turning vehicle attitude data D1V1 is obtained. It may be extracted.

In the rider identification data acquisition process S12, the processor 102 acquires the first rider identification data DI1. The first rider identification data DI1 is data for identifying the rider R who gets on the motorcycle 110 when traveling on the first approach turning trajectory Tb1. The first rider identification data DI1 is the same as the current rider identification data BI stored in the storage unit 103.

In the saddle riding type vehicle traveling composite data generation process S13, the processor 102 generates the first straddling type vehicle traveling composite data D1c1 based on the first approach turning trajectory data DTb1 and the first approach turning front direction acceleration data DAb1. To generate. The first straddle-type vehicle traveling composite data D1c1 is generated in association with the first approach turning trajectory Tb1 and the acceleration in the vehicle front direction of the motorcycle 110 when traveling on the first approach turning trajectory Tb1.

In the saddle riding type vehicle traveling composite data generation processing S13, the processor 102, based on the first approach turning trajectory data DTb1, the first approach turning front direction acceleration data DAb1, and the first approach turning left / right direction acceleration data DLb1. The first saddle riding type vehicle traveling composite data D1c1 may be generated. In this case, the first straddle-type vehicle traveling composite data D1c1 includes the first approach turning locus Tb1, the acceleration in the vehicle front direction of the motorcycle 110 when traveling on the first approach turning locus Tb1, and the first approach turning locus. It is generated in association with the acceleration in the vehicle left-right direction of the motorcycle 110 when traveling on Tb1.

In the saddle riding type vehicle traveling composite data generation processing S13, the processor 102 performs the first approach turning trajectory data DTb1, the first approach turning front direction acceleration data DAb1 and the first turning vehicle attitude data D1V1 based on the first approach turning trajectory data DTb1. The saddle riding type vehicle traveling composite data D1c1 may be generated. In this case, the first straddle-type vehicle traveling composite data D1c1 includes the first approach turning locus Tb1, the acceleration in the vehicle front direction of the motorcycle 110 when traveling on the first approach turning locus Tb1, and the first turning locus Td1. It is generated by associating the posture of the motorcycle 110 when the vehicle travels.

In the saddle riding type vehicle traveling composite data generation processing S13, the processor 102 performs the first approach turning trajectory data DTb1, the first approach turning front direction acceleration data DAb1, and the first turning rider posture data D1R1 based on the first approach turning trajectory data DTb1. The saddle riding type vehicle traveling composite data D1c1 may be generated. In this case, the first straddle-type vehicle traveling composite data D1c1 includes the first approach turning locus Tb1, the acceleration in the vehicle front direction of the motorcycle 110 when traveling on the first approach turning locus Tb1, and the first turning locus Td1. It is generated by associating the posture of the rider R who gets on the motorcycle 110 when traveling on the vehicle.

The first saddle riding type vehicle traveling composite data D1c1 includes the first approach turning trajectory data DTb1, the first approach turning front direction acceleration data DAb1, the first approach turning left and right direction acceleration data DLb1, and the first turning vehicle attitude data D1V1. May be generated based on The first straddle-type vehicle traveling composite data D1c1 includes first approach turning trajectory data DTb1, first approach turning front direction acceleration data DAb1, first approach turning left / right acceleration data DLb1, and first turning rider attitude data D1R1. May be generated based on The first saddle riding type vehicle traveling composite data D1c1 includes the first approach turning trajectory data DTb1, the first approach turning front direction acceleration data DAb1, the first approach turning left and right direction acceleration data DLb1, and the first turning vehicle attitude data D1V1. And the first turning rider posture data D1R1.

In the example of the first saddle riding type vehicle traveling composite data D1c1 described above, as the data that is the basis of the first straddle type vehicle traveling composite data D1c1, instead of the first approach turning trajectory data DTb1, the first annular trajectory data DTa1. May be used. When the first annular trajectory data DTa1 is used, the first annular forward acceleration data BA may be used instead of the first approach turning frontward acceleration data DAb1. When the first circular trajectory data DTa1 is used, the lateral acceleration data BL when traveling on the circular trajectory Ta1 may be used instead of the first approach turning lateral acceleration data DLb1. For example, the first saddle riding type vehicle traveling composite data D1c1 may be generated based on the first annular track data DTa1 and the first annular forward acceleration data DAa1. In this case, the first straddle-type vehicle traveling composite data D1c1 is generated in association with the first annular locus Ta1 and the acceleration in the vehicle front direction of the motorcycle 110 when traveling on the first annular locus Ta1.

The first saddle riding type vehicle traveling composite data D1c1 may be generated based on the first rider identification data DI1 in addition to the data of any combination described above. In this case, the first saddle riding type vehicle traveling composite data D1c1 is generated in association with the rider R who gets on the motorcycle 110 during the first turning motion.

The first straddle-type vehicle travel composite data D1c1 generated in the saddle-ride type vehicle travel composite data generation processing S13 is not data that directly includes the data that is the basis of the first saddle-ride type vehicle travel composite data D1c1. The first saddle riding type vehicle traveling composite data D1c1 may be, for example, one of a plurality of evaluation values. The evaluation value is, for example, a dimensionless number.

In the saddle riding type vehicle traveling composite data storage processing S14, the processor 102 stores the first saddle riding type vehicle traveling composite data D1c1 generated by the saddle riding type vehicle traveling composite data generation processing S13 in the storage unit 103.

In the saddle riding type vehicle traveling composite data output process S15, the processor 102 outputs the first saddle riding type vehicle traveling composite data D1c1 stored in the storage unit 103 as an output target. The output target is at least one of the engine control processor 61 and the brake control processor 62. The output target may include the touch panel 28 (display device).

When the first saddle riding type vehicle traveling composite data D1c1 is output to the engine control processor 61, the engine control processor 61 executes the following control. The engine control processor 61 determines whether the first rider identification data DI1 included in the acquired first saddle riding type vehicle traveling composite data D1c1 and the current rider identification data BI stored in the storage unit 103 match. The engine control process (fuel control process and ignition timing control process) may be performed based on the single-saddle type vehicle traveling composite data D1c1. Specifically, the engine control processor 61 controls the fuel pump 46 and the injector 44 based on the signals from the sensors 71 to 75, 81 to 88 and the first straddle type vehicle traveling composite data D1c1. For example, even if the operation amount of the accelerator grip is the same, the fuel injection amount may be changed according to the evaluation value indicated by the first saddle riding type vehicle traveling composite data D1c1. The engine control processor 61 controls energization to the ignition coil 37 based on signals from the sensors 71 to 75, 81 to 88 and the like and the first saddle riding type vehicle traveling composite data D1c1. For example, even if the operation amount of the accelerator grip is the same, the ignition timing may be changed according to the evaluation value indicated by the first saddle riding type vehicle traveling composite data D1c1.

When the first straddle-type vehicle traveling composite data D1c1 is output to the brake control processor 62, the brake control processor 62 executes the following control. The brake control processor 62 determines whether the first rider identification data DI1 included in the acquired first saddle riding type vehicle traveling composite data D1c1 and the current rider identification data BI stored in the storage unit 103 match. The front brake drive device 26 and the rear brake drive device 25 may be controlled based on the single-saddle type vehicle traveling composite data D1c1. For example, even if the operation state of the brake lever is the same, the control of the braking force applied to the front wheels 11 may be changed according to the evaluation value indicated by the first saddle riding type vehicle traveling composite data D1c1. Further, for example, even when the operation state of the brake pedal 23 is the same, the control of the braking force applied to the rear wheels 12 is changed according to the evaluation value indicated by the first saddle riding type vehicle traveling composite data D1c1. Good.

A series of processing shown in FIG. 11 is executed every time the motorcycle 110 travels in the approach turning area Zb. One of the traveling loci when the motorcycle 110 travels in the approach turning area Zb and different from the first approach turning locus Tb1 is referred to as a second approach turning locus Tb2. The second approach turning locus Tb2 is also a running locus when traveling continuously over the entire approach turning area Zb so as to enter the first turning area Zd from the approach area Zc. Further, a traveling locus of the motorcycle 110 when traveling continuously in the annular region Za for at least one round and including the second approach turning locus Tb2 is referred to as a second annular locus Ta2.

Details of the case where the series of processes shown in FIG. 11 are executed for the second approach turning locus Tb2 are the same as those for the first approach turning locus Tb1. In the saddle riding type vehicle travel data acquisition processing S11, at least the second approach turning trajectory data DTb2 and the second approach turning front direction acceleration data DAb2 are acquired. In the saddle riding type vehicle traveling data acquisition processing S11, at least one of the second approach turning left / right direction acceleration data DLb2, the second turning vehicle attitude data D1V2, and the second turning rider attitude data D1R2 may be acquired. In the straddle-type vehicle travel data acquisition process S11, the second annular trajectory data DTa2 related to the second annular trajectory Ta2 may be acquired. When the second annular trajectory data DTa2 is acquired, the forward acceleration data BA when traveling on the second annular trajectory Ta2 may be acquired. When the second annular trajectory data DTa2 is acquired, the lateral acceleration data BL when traveling on the second annular trajectory Ta2 may be acquired.

In the rider identification data acquisition process S12, the processor 102 acquires the second rider identification data DI2 that identifies the rider R riding on the motorcycle 110 when traveling on the second approach turning trajectory Tb2.

In the saddle riding type vehicle traveling composite data generation process S13, the processor 102 generates the second straddling type vehicle traveling composite data D1c2 based on the second approach turning trajectory data DTb2 and the second approach turning front direction acceleration data DAb2. To generate. The second saddle riding type vehicle traveling composite data D1c2 may be generated based on the second approach turning trajectory data DTb2, the second approach turning front direction acceleration data DAb2, and the second approach turning left and right direction acceleration data DLb2. .. The second straddle type vehicle traveling composite data D1c2 may be generated based on the second approach turning trajectory data DTb2, the second approach turning front direction acceleration data DAb2, and the second turning vehicle attitude data D1V2. The second saddle riding type vehicle traveling composite data D1c2 may be generated based on the second approach turning trajectory data DTb2, the second approach turning front direction acceleration data DAb2 and the second turning rider attitude data D1R2. The second saddle riding type vehicle traveling composite data D1c2 includes the second approach turning trajectory data DTb2, the second approach turning front direction acceleration data DAb2, the second approach turning left and right direction acceleration data DLb2, and the second turning vehicle attitude data D1V2. May be generated based on The second saddle riding type vehicle traveling composite data D1c2 includes the second approach turning trajectory data DTb2, the second approach turning front direction acceleration data DAb2, the second approach turning left and right direction acceleration data DLb2, and the second turning rider attitude data D1R2. May be generated based on The second saddle riding type vehicle traveling composite data D1c2 includes the second approach turning trajectory data DTb2, the second approach turning front direction acceleration data DAb2, the second approach turning left and right direction acceleration data DLb2, and the second turning vehicle attitude data D1V2. And the second turning rider posture data D1R2.

In the example of the second saddle riding type vehicle traveling composite data D1c2 described above, as the data that is the basis of the second saddle riding type vehicle traveling composite data D1c2, instead of the second approach turning trajectory data DTb2, the second annular trajectory data DTa2. May be used. When the second annular trajectory data DTa2 is used, the forward acceleration data BA when traveling on the second annular trajectory Ta2 may be used instead of the second approach turning frontward acceleration data DAb2. When the second annular trajectory data DTa2 is used, the lateral acceleration data BL when traveling on the second annular trajectory Ta2 may be used instead of the second approach turning left / right acceleration data DLb2.

The second saddle riding type vehicle traveling composite data D1c2 is generated based on the second rider identification data DI2 in addition to the data of any combination described above.

In the saddle riding type vehicle traveling composite data storage processing S14, the second saddle riding type vehicle traveling composite data D1c2 generated by the saddle riding type vehicle traveling composite data generation processing S13 is stored in the storage unit 103. In the saddle riding type vehicle traveling composite data output process S15, the second saddle riding type vehicle traveling composite data D1c2 stored in the storage unit 103 is output to the output target.

In this way, when the vehicle travels in the approach turning area Zb a plurality of times, a series of processing shown in FIG. 11 is executed for a plurality of traveling operations. Thereby, a plurality of saddle riding type vehicle traveling composite data D1c1, D1c2, D1c3, ... Is output to the output target. The plurality of saddle riding type vehicle traveling composite data D1c1, D1c2, D1c3, ... Are collectively referred to as saddle riding type vehicle traveling composite data D1c. The plurality of saddle riding type vehicle traveling composite data D1c are stored in the storage unit 103.

Next, another example of information processing executed by the processor 102 will be described with reference to the flowchart in FIG. As shown in FIG. 12, the processor 102 performs the saddle-ride type vehicle traveling integrated data generation process S20 and the saddle-ride type vehicle traveling complex data output process S21 after the same processes S11 to S14 as in FIG.

In the saddle riding type vehicle traveling integrated data generation process S20, the processor 102 generates at least one saddle type vehicle traveling integrated data D1u. The saddle-ride type vehicle traveling integrated data D1u is generated in association with the plurality of saddle-ride type vehicle traveling combined data D1c stored in the storage unit 103. The number of the saddle riding type vehicle traveling composite data D1c used to generate one saddle riding type vehicle traveling integrated data D1u may be two or may be more than two. For example, one certain saddle riding type vehicle traveling integrated data D1u may be generated based on the first straddle type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1c2.

The saddle riding type vehicle travel integrated data D1u may be generated based on a plurality of saddle riding type vehicle travel composite data D1c generated based on the same rider identification data. The saddle-ride type vehicle traveling integrated data D1u generated in this case is set as the same rider-saddle type vehicle traveling integrated data D1us. For example, when the first rider identification data DI1 and the second rider identification data DI2 are the same, based on the first saddle riding type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1c2, the same rider saddle riding type vehicle The traveling integrated data D1us may be generated.

The saddle riding type vehicle traveling integrated data D1u may be generated based on a plurality of saddle riding type vehicle traveling compound data D1c generated based on different rider identification data DI. The saddle-ride type vehicle traveling integrated data D1u generated in this case is defined as different rider-saddle-type vehicle traveling integrated data D1ud. For example, when the first rider identification data DI1 and the second rider identification data DI2 are different, the different rider saddle type vehicle is determined based on the first saddle riding type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1c2. The traveling integrated data D1ud may be generated.

When a plurality of saddle riding type vehicle traveling integrated compound data D1u is generated in the saddle riding type vehicle traveling integrated compound data generating process S20, the plurality of saddle riding type vehicle traveling integrated compound data D1u are the same rider saddle riding type vehicle traveling integrated. Only one of the composite data D1us and the different rider-saddle-type vehicle traveling integrated composite data D1ud may be included, or both may be included.

The saddle-ride type vehicle traveling integrated data D1u may or may not include a plurality of saddle-type vehicle traveling integrated data D1u. The saddle-ride type vehicle traveling integrated data D1u may be data generated by a difference, comparison, combination or the like of the plurality of saddle-type vehicle traveling combined data D1c. The saddle riding type vehicle traveling integrated data D1u may be, for example, a difference between the first saddle riding type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1c2. The saddle riding type vehicle traveling integrated data D1u may be data indicating a representative (for example, an average) of the plurality of saddle riding type vehicle traveling composite data D1c. The saddle riding type vehicle traveling integrated data D1u may be, for example, a representative value (for example, an average) of the first saddle riding type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1c2. The first saddle riding type vehicle traveling integrated data D1u may be, for example, one of a plurality of evaluation values.

In the saddle riding type vehicle traveling composite data output process S21, the processor 102 outputs the generated saddle riding type vehicle traveling integrated data D1u to an output target. The output target is at least one of the engine control processor 61 and the brake control processor 62. The output target may include the touch panel 28 (display device). The engine control processor 61 and / or the brake control processor 62 performs engine control and / or brake control based on the acquired saddle riding type vehicle traveling integrated composite data D1u. The output target of the saddle-ride type vehicle traveling integrated data D1u may be different from the output target of the saddle-ride type vehicle traveling composite data D1c.

The specific example 1 has the following effects in addition to the effects of the above-described embodiment of the present invention.

When the first saddle riding type vehicle traveling composite data D1c1 is data in which the first annular locus Ta1 and the acceleration of the motorcycle 110 when traveling on the first annular locus Ta1 are associated with each other, the following effects are obtained.
The first annular locus Ta1 is an annular traveling locus including the first approach turning locus Tb1. The first annular trajectory Ta1 has a traveling trajectory during at least two turns. Therefore, the first saddle riding type vehicle traveling composite data D1c1 associated with the first annular locus Ta1 is automatically compared with the first saddle riding type vehicle traveling composite data D1c1 acquired when the vehicle makes only one turn. The accuracy (reliability) as data that reflects the traveling state of the motorcycle 110 is high. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data D1c1 for vehicle control or the like. Since the first saddle riding type vehicle traveling composite data D1c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D1c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can efficiently post-process the output data and further reduce hardware resources. Further, the straddle-type vehicle traveling data processing method according to the first specific example can make post-processing of output data more efficient and further reduce hardware resources.

When the first straddle-type vehicle traveling composite data D1c1 is data in which the first annular locus Ta1 and the acceleration of the motorcycle 110 when traveling on the first annular locus Ta1 are associated with each other, the following effects are further obtained.
The annular area Za (first annular area) includes an approach turning area Zb, a linear second linear area Ze, and an arcuate second turning area Zf. Therefore, the annular region Za has a simple shape without a recess. Although the shape is simple, the first annular locus Ta1 when traveling in the annular region Za has a traveling locus during two turns and a traveling locus before and after straight turning. Therefore, the traveling state of the motorcycle 110 is largely reflected in the traveling locus and the acceleration in the vehicle front direction when traveling in the annular region Za. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data D1c1 for vehicle control or the like. Since the first saddle riding type vehicle traveling composite data D1c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D1c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can more efficiently post-process the output data and further reduce the hardware resources. Further, the straddle-type vehicle traveling data processing method according to the first specific example can make post-processing of output data more efficient and further reduce hardware resources.

The first straddle-type vehicle traveling composite data D1c1 includes the first approach turning locus Tb1, the acceleration in the vehicle front direction of the motorcycle 110 when the vehicle travels along the first approach turning locus Tb1, and the first approach turning locus Tb1. When the data is associated with the acceleration in the vehicle left-right direction of the motorcycle 110 at the time, the following effects are obtained.
The motorcycle 110 is a vehicle that makes a turn not only by changing the behavior of the vehicle but also by changing the posture of the rider R. Therefore, the acceleration in the vehicle left-right direction during turning and during straight ahead before turning is closely related to the traveling state of the motorcycle 110 determined by the rider R's intention. Further, the traveling locus of the motorcycle 110 during the turn and during the straight advance before the turn, the acceleration in the vehicle front direction, and the acceleration in the vehicle left-right direction are closely related. Therefore, the first straddle-type vehicle traveling composite data D1c1 largely reflects the traveling state of the motorcycle 110. Therefore, it becomes easier to utilize the first straddle-type vehicle traveling composite data D1c1. Since the first saddle riding type vehicle traveling composite data D1c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D1c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can efficiently post-process the output data and further reduce hardware resources. Further, the straddle-type vehicle traveling data processing method according to the first specific example can make post-processing of output data more efficient and further reduce hardware resources.

When the first saddle riding type vehicle traveling composite data D1c1 is data associated with the rider R riding on the motorcycle 110 when traveling on the first approach turning locus Tb1, the following effects are obtained.
The running locus of the motorcycle 110 and the acceleration in the vehicle front direction during turning and during straight ahead before turning are closely related to the running state of the motorcycle 110 determined by the intention of the rider R. Even when traveling in the same approach turning area Zb, the traveling state of the motorcycle 110 differs for each rider R. The first saddle riding type vehicle traveling composite data D1c1 reflects the traveling state of the unique motorcycle 110 of the rider R. Therefore, it becomes easy to utilize the output first straddle-type vehicle traveling composite data D1c1 for vehicle control and the like. Since the first saddle riding type vehicle traveling composite data D1c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D1c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can more efficiently post-process the output data and further reduce the hardware resources. Further, the straddle-type vehicle traveling data processing method according to the first specific example can make post-processing of output data more efficient and further reduce hardware resources.

The storage unit 103 stores the first saddle riding type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1c2. The second straddle type vehicle traveling composite data D1c2 is associated with the acceleration in the vehicle front direction of the motorcycle 110 when traveling on the second approach turning trajectory Tb2 and the second approach turning trajectory Tb2 different from the first approach turning trajectory Tb1. Data. Therefore, in the saddle riding type vehicle travel data processing device 101, it is possible to compare the first straddle type vehicle travel composite data D1c1 and the second saddle riding type vehicle travel composite data D1c2, obtain a difference, and combine them. That is, the degree of freedom in processing (utilization) of the first saddle riding type vehicle traveling composite data D1c1 in the saddle riding type vehicle traveling data processing device 101 is increased.

When the saddle riding type vehicle traveling integrated data D1u is output to the output targets 61 and 62, the following effects are obtained.
The saddle riding type vehicle traveling integrated data D1u is data in which the first saddle riding type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1c2 are associated with each other. Therefore, the saddle-ride type vehicle traveling integrated data D1u is easily used for controlling the vehicle in the output targets 61 and 62. Since it is easy to utilize the saddle-ride type vehicle traveling integrated data D1u, post-processing of the output saddle-type vehicle traveling integrated data D1u is easy. Since the post-processing of the output saddle riding type vehicle traveling integrated data D1u is easy, it is possible to reduce the hardware resources of the output targets 61 and 62 to which the saddle riding type vehicle traveling integrated data D1u is output.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can make post-processing of output data efficient and reduce hardware resources. Further, the straddle-type vehicle travel data processing method according to the first specific example can efficiently post-process the output data and reduce hardware resources.

When the same rider-saddle-type vehicle traveling integrated data D1us is output to the output targets 61 and 62, the following effects are obtained.
The running locus of the motorcycle 110 and the acceleration in the vehicle front direction during turning and during straight ahead before turning are closely related to the running state of the motorcycle 110 determined by the intention of the rider R. Even when traveling in the same approach turning area Zb, the traveling state of the motorcycle 110 differs for each rider R. Therefore, in the output targets 61 and 62, for example, the difference between two saddle riding type vehicle running composite data of the same rider R can be used based on the same rider saddle riding type vehicle running integrated data D1us. The same rider saddle riding type vehicle traveling integrated data D1us can be utilized by reflecting the characteristics of each rider R. That is, the same rider saddle riding type vehicle traveling integrated composite data D1us output to the output targets 61 and 62 has a high degree of freedom of utilization and is easy to utilize. Since it is easy to use the same rider-saddle-type vehicle traveling integrated data D1us, post-processing of the output same-rider-saddle type vehicle traveling integrated data D1us is easy. Since the post-processing of the outputted same rider-saddle type vehicle traveling integrated compound data D1us is easy, the hardware resources of the output targets 61 and 62 to which the same rider-saddle type vehicle traveling integrated compound data D1us is outputted are reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can make post-processing of output data efficient and reduce hardware resources. Further, the straddle-type vehicle travel data processing method according to the first specific example can efficiently post-process the output data and reduce hardware resources.

When the different rider-saddle-type vehicle traveling integrated data D1ud is output to the output targets 61 and 62, the following effects are obtained.
The running locus of the motorcycle 110 and the acceleration in the vehicle front direction during turning and during straight ahead before turning are closely related to the running state of the motorcycle 110 determined by the intention of the rider R. Even when traveling in the same approach turning area Zb, the traveling state of the motorcycle 110 differs for each rider R. Therefore, in the output targets 61 and 62, for example, the difference between the two saddle riding type vehicle traveling composite data of different riders R can be used based on the different rider saddle riding type vehicle traveling integrated data D1ud. The difference rider saddle type vehicle traveling integrated data D1udd can be utilized by reflecting the difference of the rider R. That is, the different rider-saddle-type vehicle traveling integrated data D1ud output to the output targets 61 and 62 has a high degree of freedom of utilization and is easy to utilize. Since it is easy to utilize the different rider-saddle type vehicle traveling integrated data D1ud, the post-processing of the output different rider-saddle type vehicle traveling integrated data D1ud is easy. Since the post-processing of the outputted different rider-saddle type vehicle traveling integrated compound data D1ud is easy, the hardware resources of the output targets 61, 62 to which the different rider-saddle type vehicle traveling integrated compound data D1ud are outputted are reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can make post-processing of output data efficient and reduce hardware resources. Further, the straddle-type vehicle travel data processing method according to the first specific example can efficiently post-process the output data and reduce hardware resources.

When the saddle riding type vehicle traveling integrated data D1u, which is the difference between the first saddle riding type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1u, is output to the output targets 61 and 62, the following effects Is obtained.
The difference between the first saddle riding type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1c2 is easily utilized for vehicle control and the like. Since it is easy to utilize the saddle-ride type vehicle traveling integrated data D1u, post-processing of the output saddle-type vehicle traveling integrated data D1u is easy. Since the post-processing of the output saddle riding type vehicle traveling integrated data D1u is easy, it is possible to reduce the hardware resources of the output targets 61 and 62 to which the saddle riding type vehicle traveling integrated data D1u is output.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can make post-processing of output data efficient and reduce hardware resources. Further, the straddle-type vehicle travel data processing method according to the first specific example can efficiently post-process the output data and reduce hardware resources.

At least one of the first approach turning trajectory data DTb1 and the first approach turning front direction acceleration data DAb1 is data generated using GNSS. The first approach turning trajectory data DTb1 generated by using GNSS indicates the first approach turning trajectory Tb1 with high accuracy. The first approach turning front acceleration data DAb1 generated using the GNSS indicates with high accuracy the vehicle front acceleration of the motorcycle 110 when traveling on the first approach turning trajectory Tb1. Therefore, it becomes easier to utilize the first straddle-type vehicle traveling composite data D1c1. Since the first saddle riding type vehicle traveling composite data D1c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D1c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can more efficiently post-process the output data and further reduce the hardware resources. Further, the straddle-type vehicle traveling data processing method according to the first specific example can make post-processing of output data more efficient and further reduce hardware resources.

The first straddle-type vehicle traveling composite data D1c1 includes the first approach turning locus Tb1, the acceleration in the vehicle front direction of the motorcycle 110 when the vehicle travels along the first approach turning locus Tb1, and the first approach turning locus Tb1. The following effects can be obtained when the data of the attitude of the motorcycle 110 when the data is associated with the attitude of the rider R who rides on the motorcycle 110 when traveling on the first approach turning trajectory Tb1.
The motorcycle 110 is a vehicle that makes a turn not only by changing the behavior of the vehicle but also by changing the posture of the rider R. Therefore, the posture of the rider R and the behavior of the vehicle during and before the turn are closely related to the traveling state of the motorcycle 110 determined by the intention of the rider R. Therefore, the first straddle-type vehicle traveling composite data D1c1 largely reflects the traveling state of the motorcycle 110. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data D1c1. Since it becomes easy to utilize the first saddle riding type vehicle traveling composite data D1c1, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easy. Since the post-processing of the output first straddle-type vehicle travel composite data D1c1 is easy, it is possible to reduce the hardware resources of the output targets 61 and 62 to which the first saddle-ride type vehicle travel composite data D1c1 is output. it can.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can efficiently post-process the output data and further reduce hardware resources. Further, the straddle-type vehicle travel data processing method according to the first specific example can efficiently post-process the output data and reduce hardware resources.

The first approach turning locus Tb1 is a running locus obtained by running in an environment in which at least one approach turning guide portion 7b is provided. The approach direction of the motorcycle 110 is guided by the approach turning guide portion 7b so as to travel within the approach turning region Zb. It is easy to set the approach turning area Zb to a desired size, shape, and position by the approach turning guide portion 7b. Accordingly, it is possible to reduce the variation in the traveling state of the motorcycle 110 due to the variation in the approach turning area Zb. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data D1c1 for vehicle control or the like. Since the first saddle riding type vehicle traveling composite data D1c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D1c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can more efficiently post-process the output data and further reduce the hardware resources. Further, the straddle-type vehicle traveling data processing method according to the first specific example can make post-processing of output data more efficient and further reduce hardware resources.

The first approach trajectory Tc1 of the first approach turning trajectory Tb1 is a traveling trajectory when traveling in the approach area Zc while passing between the two approach guide portions 7c. With the two approach guide portions 7c, it is easy to set the approach area Zc to a desired length and position. Therefore, it is possible to reduce the variation in the traveling state of the motorcycle 110 due to the variation in the approach area Zc. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data D1c1 by controlling the vehicle or the like. Since the first saddle riding type vehicle traveling composite data D1c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D1c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can further improve the efficiency of post-processing of output data and further reduce hardware resources. Further, the straddle-type vehicle traveling data processing method according to the first specific example can make post-processing of output data more efficient and further reduce hardware resources.

The first turning locus Td1 of the first approach turning locus Tb1 is a running locus when traveling in the first turning region Zd while passing between the turning guide portion 7d and the second arc CA2. The turning guide portion 7d makes it easy to set the first turning area Zd to a desired size, shape, and position. Therefore, it is possible to reduce the variation in the traveling state of the motorcycle 110 due to the variation in the first turning region Zd. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data D1c1 by controlling the vehicle or the like. Since the first saddle riding type vehicle traveling composite data D1c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D1c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can further improve the efficiency of post-processing of output data and further reduce hardware resources. Further, the straddle-type vehicle traveling data processing method according to the first specific example can make post-processing of output data more efficient and further reduce hardware resources.

When the approach turning guide portion 7b is configured to limit the traveling direction of the motorcycle 110, the following effects are obtained.
By the approach turning guide portion 7b, the approach turning area Zb can be reliably set to a desired size, shape, and position. Therefore, it is possible to further reduce the variation in the traveling state of the motorcycle 110 due to the variation in the approach turning area Zb. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data D1c1 by controlling the vehicle or the like. Since the first saddle riding type vehicle traveling composite data D1c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D1c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can more efficiently post-process the output data and further reduce the hardware resources. Further, the straddle-type vehicle traveling data processing method according to the first specific example can make post-processing of output data more efficient and further reduce hardware resources.

When the approach turning guide portion 7b is installed on the ground so that the installation location can be freely changed, the following effects can be obtained.
The approach turning guide portion 7b can be arranged in various places. Therefore, the approach turning area Zb can be set at a place other than the road, such as a parking lot.
Further, it is easy to change the position of the approach turning guide portion 7b. Therefore, the size, shape, and position of the approach turning area Zb can be easily changed.
Further, it is easy to increase the number of approach turning guide portions 7b. By increasing the number of approach turning guide portions 7b, the approach turning area Zb can be set reliably according to a desired size, shape, and position. Therefore, it is possible to further reduce the variation in the traveling state of the motorcycle 110 due to the variation in the approach turning area Zb. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data D1c1 by controlling the vehicle or the like. Since the first saddle riding type vehicle traveling composite data D1c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D1c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D1c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing apparatus 101 according to the first specific example can more efficiently post-process the output data and further reduce the hardware resources. Further, the straddle-type vehicle traveling data processing method according to the first specific example can make post-processing of output data more efficient and further reduce hardware resources.

(Specific Example 2 of Embodiment)
Next, a second specific example of the embodiment of the present invention will be described with reference to FIG. The saddle riding type vehicle travel data processing device 201 of the second specific example has all the features of the saddle riding type vehicle travel data processing device 1 of the embodiment of the present invention described above. In the following description, description of the same parts or processes as those of the above-described embodiment or specific example 1 of the present invention will be appropriately omitted. As shown in FIG. 13, the saddle riding type vehicle traveling data processing device 201 is mounted on the motorcycle 210. The motorcycle 210 is an example of the saddle riding type vehicle 10 of the above embodiment. The saddle riding type vehicle traveling data processing device 201 is included in the ECU 260 mounted on the motorcycle 210. The saddle riding type vehicle traveling data processing device 201 is a data recording device for accumulating data relating to the motorcycle 210 during traveling.

The configuration of the motorcycle 210 is almost the same as the configuration of the motorcycle 110 of the first specific example. The motorcycle 210 differs from the motorcycle 110 in the following points. The ECU 260 of the motorcycle 210 is different from the ECU 60 of the motorcycle 110 of the first specific example. The motorcycle 210 has a removable external storage device (secondary storage device, auxiliary storage device) 205. The external storage device 205 is connected to the ECU 260. The external storage device 205 is connected to a data recording device (saddle-type vehicle travel data processing device) 201. The external storage device 205 stores the data transmitted from the data recording device 201.

The ECU 260 is composed of at least one processor such as a CPU and at least one storage device such as a ROM or a RAM. The CPU executes information processing based on programs and various data stored in the ROM and RAM. The ECU 260 may be one device arranged at one place, or may be composed of a plurality of devices arranged at different positions. The ECU 260 is connected to the GNSS receiving unit 90, the imaging device 91, various sensors such as the sensors 71 to 76 and 81 to 86, and the touch panel 28. The ECU 260 controls each part of the motorcycle 210. The ECU 260 performs engine control, brake control, and the like. The ECU 260 includes a data recording device (saddle-type vehicle travel data processing device) 201. The data recording device 201 performs neither engine control nor brake control.

The saddle riding type vehicle travel data processing device 201 includes a processor 102 and a storage unit 103. The saddle riding type vehicle traveling data processing device 201 acquires traveling locus data BT, forward acceleration data BA, lateral acceleration data BL, vehicle attitude data B1V, rider attitude data B1R, and rider identification data BI.

Like the specific example 1, the rider attitude data B1R in the specific example 2 need not be image data. Unlike the specific example 1, the rider posture data B1R of the specific example 2 may be image data. The rider posture data B1R may be data generated by the ECU 260 based on the image data transmitted from the imaging device 91, as in the first specific example. The rider posture data B1R may be image data transmitted from the imaging device 91. In any case, the rider posture data B1R is data relating to at least one of the head orientation, shoulder position, leg position, hip position, and crotch position of the rider R.

Next, the saddle riding type vehicle traveling data processing method of the second specific example will be described. The saddle-ride type vehicle travel data processing method according to the second specific example is a procedure of processing executed by the processor 102 of the saddle-ride type vehicle travel data processing device 201.

The processor 102 of the saddle riding type vehicle traveling data processing device 201 executes a series of processes S11 to S15 shown in FIG.

The saddle riding type vehicle travel composite data D1c generated in the saddle riding type vehicle travel composite data generation processing S13 of the present specific example 2 may include data which is a basis of the saddle riding type vehicle travel composite data D1c. You don't have to. The saddle riding type vehicle traveling composite data D1c may or may not include image data.

FIG. 14 shows an example of a plurality of saddle-ride type vehicle traveling composite data D1c stored in the storage unit 103 in the saddle-ride type vehicle traveling composite data storage processing S14 of the specific example 2. The saddle riding type vehicle traveling composite data D1c of FIG. 14 includes data used to generate the saddle riding type vehicle traveling composite data D1c. The first straddle-type vehicle traveling composite data D1c1 in FIG. 14 is the first approach turning trajectory data DTb1, the first approach turning front direction acceleration data DAb1, the first approach turning left / right direction acceleration data DLb1, and the first turning vehicle attitude data. It is generated based on D1V1, the first turning rider attitude data D1R1, and the first rider identification data DI1. The saddle riding type vehicle traveling composite data D1c other than the first saddle riding type vehicle traveling composite data D1c1 is configured similarly to the first saddle riding type vehicle traveling composite data D1c1. The first rider identification data DI1 and the fourth rider identification data DI4 indicate that the rider R is the rider Ra. The second rider identification data DI2, the third rider identification data DI3, and the fifth rider identification data DI5 indicate that the rider R is the rider Rb. The sixth rider identification data DI6 indicates that the rider R is the rider Rc. The riders Ra, Rb and Rc are different from each other.

In the saddle-ride type vehicle traveling composite data output process S15 of the present specific example 2, the saddle-ride type vehicle traveling composite data D1c is output to the external storage device 205. The external storage device 205 stores the saddle riding type vehicle traveling composite data D1c acquired from the saddle riding type vehicle traveling data processing device 201. The external storage device 205 removed from the motorcycle 210 is connected to, for example, an analysis device. The analysis device reads and analyzes the first saddle riding type vehicle traveling composite data D1c1 and the like stored in the external storage device 205. The usage of the external storage device 205 removed from the motorcycle 210 is not limited to the above.

The processor 102 may execute the series of processes S11 to S14, S20, and S21 shown in FIG.

The saddle-ride type vehicle traveling integrated data D1u generated in the saddle-ride type vehicle traveling integrated data generation process S20 according to the second specific example may or may not include a plurality of saddle-type vehicle traveling combined data D1c. You may. The saddle riding type vehicle traveling integrated data D1u may or may not include the data that is the basis of the saddle riding type vehicle traveling composite data D1c. The saddle-ride type vehicle traveling integrated data D1u may be data generated by a difference, comparison, combination or the like of the plurality of saddle-type vehicle traveling combined data D1c. The saddle riding type vehicle traveling integrated data D1u may be, for example, a difference between the first saddle riding type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1c2. The saddle riding type vehicle traveling integrated data D1u may be data indicating a representative (for example, an average) of the plurality of saddle riding type vehicle traveling composite data D1c. The saddle riding type vehicle traveling integrated data D1u may be, for example, a representative value (for example, an average) of the first saddle riding type vehicle traveling composite data D1c1 and the second saddle riding type vehicle traveling composite data D1c2.

In the saddle-ride type vehicle traveling composite data output processing S21 of the second specific example, the saddle-ride type vehicle traveling integrated data D1u is output to the external storage device 205. The external storage device 205 stores the constant saddle type vehicle travel composite data D1u acquired from the saddle type vehicle travel data processing device 201. The external storage device 205 removed from the motorcycle 210 is connected to, for example, an analysis device. The analysis device reads and analyzes the first saddle riding type vehicle traveling composite data D1c1 and the like stored in the external storage device 205. When the saddle riding type vehicle traveling integrated data D1u includes a plurality of saddle riding type vehicle traveling compound data, the analyzing device can perform processing such as difference, comparison and combination of the plurality of saddle type vehicle traveling compound data D1c. . The usage of the external storage device 205 removed from the motorcycle 210 is not limited to the above.

In Specific Example 2, an example of a plurality of identical rider-saddle type vehicle traveling integrated composite data D1us stored in the storage unit 103 and / or the external storage device 205 is shown in FIG. The same rider-saddle-type vehicle traveling integrated data D1us in FIG. 15 includes a plurality of saddle-type vehicle traveling composite data D1c. The same rider-saddle-type vehicle traveling integrated data D1us1, D1us2, D1us3 of FIG. 15 is generated based on the plurality of saddle-type vehicle traveling composite data D1c of FIG.

This specific example 2 has the same effect as the specific example 1 with respect to the same configuration or processing as the specific example 1.

(Specific Example 3 of Embodiment)
Next, a third specific example of the embodiment of the present invention will be described with reference to FIG. The saddle riding type vehicle travel data processing device 301 of the third specific example has all the features of the saddle riding type vehicle travel data processing device 1 of the embodiment of the present invention described above. In the following description, description of the same parts or processes as those in the embodiment of the present invention and the specific example 1 will be appropriately omitted. As shown in FIG. 16, the saddle riding type vehicle traveling data processing device 301 is not mounted on the motorcycle 310. The motorcycle 310 is an example of the saddle-ride type vehicle 10 of the above embodiment. The saddle riding type vehicle traveling data processing device 301 is a data recording device for accumulating data relating to the motorcycle 310 during traveling. More specifically, the saddle riding type vehicle travel data processing device 301 is a driving technology data recording device that accumulates data related to the motorcycle 310 that is running.

The saddle type vehicle traveling data processing device 301 includes a processor 302 and a storage unit 303. The processor 302 is an example of the processor 2 of the above embodiment. The storage unit 303 is an example of the storage unit 3 of the above embodiment. The processor 302 executes information processing based on the programs and data stored in the storage unit 303.

The image pickup device 308 includes a camera. The camera is realized by, for example, a CMOS (Complementary Metal Oxide Semiconductor) sensor or a CCD (Charge coupled Device) sensor. The image data generated by the imaging device 308 includes data of the date and time (year, month, day and time) taken by the camera.

The image pickup device 308 is installed on the ground, for example. The image pickup device 308 is arranged and set so as to be able to capture the posture of the motorcycle 310 and the posture of the rider R when turning in the first turning region Zd. The image capturing device 308 is arranged and set so as to capture an image of the motorcycle 310 and the rider R who are turning, as shown in FIG. 1, for example. The imaging device 308 is at least operated by the operator so as to take an image when the motorcycle 310 is turning in the first turning region Zd.

The saddle riding type vehicle travel data processing device 301 acquires the image data generated by the imaging device 308 from the imaging device 308. The saddle riding type vehicle traveling data processing device 301 acquires image data from the imaging device 308, for example, using a wireless communication device or an external storage device included in the imaging device 308. The saddle riding type vehicle traveling data processing device 301 acquires a plurality of still image data or moving image data from the image capturing device 308.

At least one of the rider identification data BI, the identification data BX other than the rider identification data BI, and the data of the shooting date is attached to the image data acquired by the saddle riding type vehicle travel data processing device 301 from the imaging device 308. May be.

The basic configuration of the motorcycle 310 is almost the same as the configurations of the motorcycles 110 and 210 of the specific examples 1 and 2. The motorcycle 310 has a GNSS receiving unit 90. The motorcycle 310 may have neither the saddle riding type vehicle running data processing device 101 nor the saddle riding type vehicle running data processing device 201. The motorcycle 310 may not have the imaging device 91. The motorcycle 310 may not have the IMU 86. The motorcycle 310 may be different from the motorcycle 110 or the motorcycle 210 in other points. The configuration of the motorcycle 310 may be the same as that of the motorcycle 110 or the motorcycle 210.

The saddle riding type vehicle traveling data processing device 301 acquires various data acquired by the motorcycle 310 by using at least one wireless communication device (not shown) included in the motorcycle 310. The wireless communication device of the motorcycle 310 transmits various data acquired by the motorcycle 310. The saddle riding type vehicle traveling data processing device 301 may receive the data transmitted from the wireless communication device of the motorcycle 310. The saddle riding type vehicle traveling data processing device 301 may acquire these data from a device that has received the data transmitted from the wireless communication device of the motorcycle 310 via an external storage device or the like. A plurality of communication methods may be used for communication between the wireless communication device and the saddle riding type vehicle travel data processing device 301, or only wireless communication may be used.

The saddle riding type vehicle traveling data processing device 301 acquires various data acquired by the motorcycle 310 by using an external storage device (not shown) detachable from the motorcycle 310 instead of the wireless communication device. May be. The external storage device stores various data acquired by the motorcycle 310. The external storage device removed from the motorcycle 310 may be connected to the saddle riding type vehicle travel data processing device 301. The external storage device removed from the motorcycle 310 may be connected to a device that can communicate with the saddle riding type vehicle travel data processing device 301. In any case, the saddle riding type vehicle travel data processing device 301 can acquire various data stored in the external storage device.

At least one of the rider identification data BI, the identification data BX other than the rider identification data BI, and the data of the detected date is attached to various data acquired from the motorcycle 310 by the saddle riding type vehicle travel data processing device 301. May be.

Specific examples of the data that the saddle riding type vehicle traveling data processing device 301 acquires from the motorcycle 310 are as follows. However, the saddle riding type vehicle travel data processing device 301 may acquire data other than the following from the motorcycle 310.

The saddle riding type vehicle traveling data processing device 301 acquires the traveling locus data BT generated by the GNSS receiving unit 90 from the motorcycle 310. Alternatively, the saddle riding type vehicle traveling data processing device 301 may acquire the position coordinate data generated by the GNSS receiving unit 90 from the motorcycle 310. In this case, the saddle riding type vehicle traveling data processing device 301 generates traveling locus data BT based on the position coordinate data of the GNSS receiving unit 90.

The saddle riding type vehicle traveling data processing device 301 acquires from the motorcycle 310 forward acceleration data BA related to the acceleration of the motorcycle 310 in the vehicle forward direction. Alternatively, the saddle riding type vehicle traveling data processing device 301 generates the forward acceleration data BA related to the vehicle forward acceleration of the motorcycle 310 based on the data acquired from the motorcycle 310. Specifically, the forward acceleration data BA may be acquired from the GNSS receiving unit 90 of the motorcycle 310. The forward acceleration data BA is data generated by the EUC of the motorcycle 310 or the saddle riding type vehicle travel data processing device 301 based on the vehicle forward speed of the motorcycle 310 detected by the GNSS receiving unit 90. Good. The forward acceleration data BA may be data generated by the EUC of the motorcycle 310 or the saddle riding type vehicle travel data processing device 301 based on the signal of the wheel speed sensor 85.

The saddle riding type vehicle traveling data processing device 301 acquires lateral acceleration data BL related to the lateral acceleration of the motorcycle 310. The lateral acceleration data BL is acquired from the GNSS receiving unit 90 of the motorcycle 310.

The saddle riding type vehicle traveling data processing device 301 may acquire displacement data indicating the displacement of the motorcycle 310 from the motorcycle 310 or another device. The saddle riding type vehicle travel data processing device 301 may acquire category data indicating the category of the motorcycle 310 from the motorcycle 310 or another device. The category of the motorcycle 310 is a classification divided according to the use and characteristics of the motorcycle 310. The categories of the motorcycle 310 include, for example, sports type, on-road and off-road.

Next, the saddle riding type vehicle traveling data processing method of the third specific example will be described. The saddle riding type vehicle travel data processing method of the third specific example is a procedure of processing executed by the processor 302 of the saddle riding type vehicle travel data processing device 301.

The processor 302 of the saddle riding type vehicle travel data processing device 301 executes a series of processes S11 to S15 shown in FIG.

In the saddle riding type vehicle traveling data acquisition processing S11, the processor 302 acquires the first approach turning trajectory data DTb1. The processor 302 may acquire the first approach turning trajectory data DTb1 by acquiring the traveling trajectory data BT. In this case, the processor 302 also acquires the first circular trajectory data DTa1. One traveling locus data BT indicates a traveling locus from turning on the main switch to turning off the main switch, or a traveling locus from starting to stopping the operation of the engine unit 30. Similar to the specific examples 1 and 2, the course on which the motorcycle 310 travels to carry out the saddle riding type vehicle travel data processing method of the specific example 3 is limited. Therefore, the traveling locus indicated by one traveling locus data BT is relatively short. The processor 302 may extract the first approach turning trajectory data DTb1 from the traveling trajectory data BT, as in the first and second examples. The processor 302 may extract the first annular trajectory data DTa1 from the traveling trajectory data BT.

In the saddle riding type vehicle traveling data acquisition processing S11, the processor 302 acquires the first approach turning front direction acceleration data DAb1. The processor 302 may acquire the first approach turning front direction acceleration data DAb1 by acquiring the front direction acceleration data BA. In this case, the processor 302 also acquires the first annular forward acceleration data DAa1. One forward acceleration data BA indicates the acceleration and deceleration from turning on the main switch to turning it off, or the acceleration and deceleration from starting to stopping the operation of the engine unit 30. The processor 302 may extract the first approach turning front direction acceleration data DAb1 from the front direction acceleration data BA as in the first and second embodiments. The processor 302 may extract the first annular forward acceleration data DAa1 from the forward acceleration data BA.

In the saddle riding type vehicle traveling data acquisition processing S11, the processor 302 acquires the first approach turning left / right direction acceleration data DLb1. The processor 302 may acquire the first approach turning left / right acceleration data DLb1 by acquiring the left / right acceleration data BL. In this case, the processor 302 also acquires the first annular lateral acceleration data DLa1. The processor 302 may extract the first approach turn left / right acceleration data DLb1 from the left / right acceleration data BL, as in the first and second embodiments. The processor 302 may extract the first annular lateral acceleration data DLa1 from the lateral acceleration data BL.

In the saddle riding type vehicle traveling data acquisition processing S11, the processor 302 acquires the first turning vehicle attitude data D3V1 and the first turning rider attitude data D3R1. The first turning vehicle attitude data D3V1 is data relating to the attitude of the motorcycle 310 when traveling on the first turning trajectory Td1. The first turning rider posture data D3R1 is data relating to the posture of the rider R riding on the motorcycle 310 when traveling on the first turning locus Td1. The processor 302 acquires the first turning attitude data D3RV1 in which the first turning vehicle attitude data D3V1 and the first turning rider attitude data D3R1 are integrated. The first turning posture data D3RV1 is acquired from the imaging device 308. The first turning posture data D3RV1 is image data. The first turning posture data D3RV1 may be one still image data, a plurality of still image data, or moving image data. In the straddle-type vehicle travel data acquisition process S11, the processor 302 obtains the first turning attitude data D3RV1 from the plurality of still image data or moving image data acquired by the saddle-ride type vehicle travel data processing device 301 from the imaging device 308. You may extract. The processor 302 may extract one still image data as the first turning attitude data D3RV1 from a plurality of still image data or moving image data acquired by the saddle riding type vehicle travel data processing device 301 from the image capturing device 308. . For example, which data may be extracted may be determined based on the analysis result of the image.

In the rider identification data acquisition process S12, the processor 302 acquires the first rider identification data DI1. The first rider identification data DI1 is data for identifying the rider R who gets on the motorcycle 310 when traveling on the first approach turning trajectory Tb1.

As described above, the rider identification data BI may be attached to various data acquired by the saddle riding type vehicle travel data processing device 301 from the motorcycle 310. The processor 302 may acquire the first rider identification data DI1 attached to the first approach turning trajectory data DTb1. The processor 302 may acquire the first rider identification data DI1 attached to the first approach frontward turning acceleration data DAb1. The processor 302 may obtain the first rider identification data DI1 attached to the first approach turning left / right acceleration data DLb1. The image data acquired by the saddle riding type vehicle travel data processing device 301 from the image pickup device 308 may be attached with the rider identification data BI. The processor 302 may acquire the first rider identification data DI1 attached to the first turning attitude data D3RV1 (the first turning vehicle attitude data D3V1 and the first turning rider attitude data D3R1).

The processor 302 may acquire the identification data BX with the rider identification data BI from the motorcycle 310. As described above, the identification data BX may be attached to various data acquired by the saddle riding type vehicle travel data processing device 301 from the motorcycle 310. The processor 302 may acquire the first rider identification data DI1 by collating the identification data BX attached to the first approach turning trajectory data DTb1 with the identification data BX attached to the rider identification data BI. The processor 302 may obtain the first rider identification data DI1 by collating the identification data BX attached to the first approach frontward turn acceleration data DAb1 with the identification data BX attached to the rider identification data BI. .. The processor 302 may obtain the first rider identification data DI1 by collating the identification data BX attached to the first approach turning left / right acceleration data DLb1 with the identification data BX attached to the rider identification data BI. .. The identification data BX may be attached to the image data acquired by the saddle riding type vehicle travel data processing device 301 from the imaging device 308. The processor 302 may acquire the first rider identification data DI1 by collating the identification data BX attached to the first turning attitude data D3RV1 with the identification data BX attached to the rider identification data BI.

In the saddle riding type vehicle traveling composite data generation processing S13, the processor 302 generates the first straddling type vehicle traveling composite data D3c1 based on the first approach turning trajectory data DTb1 and the first approach turning front direction acceleration data DAb1. To generate. The first saddle riding type vehicle traveling composite data D3c1 is generated in association with the first approach turning trajectory Tb1 and the acceleration in the vehicle front direction of the motorcycle 310 when traveling on the first approach turning trajectory Tb1.

In the saddle riding type vehicle traveling composite data generation process S13, the processor 302 determines, based on the first approach turning trajectory data DTb1, the first approach turning front direction acceleration data DAb1 and the first approach turning left / right direction acceleration data DLb1. The first saddle riding type vehicle traveling composite data D3c1 may be generated. In this case, the first straddle-type vehicle traveling composite data D3c1 includes the first approach turning locus Tb1, the acceleration in the vehicle front direction of the motorcycle 310 when traveling on the first approach turning locus Tb1, and the first approach turning locus. It is generated in association with the vehicle lateral acceleration of the motorcycle 310 when traveling on Tb1.

In the saddle riding type vehicle traveling composite data generation process S13, the processor 302 causes the first approach turning trajectory data DTb1, the first approach turning front direction acceleration data DAb1, the first turning vehicle attitude data D3V1 (first turning vehicle attitude data). The first saddle riding type vehicle traveling composite data D3c1 may be generated based on D3V1 and the first turning rider attitude data D3R1). In this case, the first straddle-type vehicle traveling composite data D3c1 includes the first approach turning locus Tb1, the acceleration in the vehicle front direction of the motorcycle 310 when traveling on the first approach turning locus Tb1, and the first approach turning locus. It is generated by associating the attitude of the motorcycle 310 and the attitude of the rider R when traveling on Tb1.

The first straddle-type vehicle traveling composite data D3c1 includes the first approach turning trajectory data DTb1, the first approach turning front direction acceleration data DAb1, the first approach turning left and right direction acceleration data DLb1, and the first turning vehicle attitude data D3V1. It may be generated based on (first turning vehicle attitude data D3V1 and first turning rider attitude data D3R1).

In the example of the first straddle-type vehicle travel composite data D3c1 described above, the first annular trajectory data DTa1 instead of the first approach turning trajectory data DTb1 is used as the base data of the first saddle-ride vehicle traveling composite data D3c1. May be used. When the first annular trajectory data DTa1 is used, the first annular forward acceleration data DAa1 may be used instead of the first approach turning forward acceleration data DAb1. When the first annular trajectory data DTa1 is used, the first annular left / right acceleration data DLa1 may be used instead of the first approach turn left / right acceleration data DLb1.

The first straddle-type vehicle travel composite data D3c1 generated in the saddle-ride type vehicle travel composite data generation processing S13 of the third specific example includes data that is a basis of the first saddle-ride type vehicle travel composite data D3c1. May or may not be included.

The first saddle riding type vehicle traveling composite data D3c1 includes image data based on the first approach turning trajectory data DTb1. This image data is a line representing the travel locus.

The first saddle riding type vehicle traveling composite data D3c1 may include one image data based on the first approach turning trajectory data DTb1 and the first approach turning front direction acceleration data DAb1. Specifically, the image data represents, for example, as shown in FIGS. 5, 6 (a) and 7 (a), a line indicating a traveling locus in a display form corresponding to the acceleration in the front direction of the vehicle. It may be one. More specifically, the color may be changed according to the acceleration in the vehicle front direction.

The first straddle-type vehicle traveling composite data D3c1 may include one image data based on the first approach turning trajectory data DTb1 and the first approach turning left / right direction acceleration data DLb1. Specifically, the image data is, for example, as shown in FIGS. 6B and 7B, a line indicating a traveling locus in a display form corresponding to the acceleration in the vehicle left-right direction. You may. More specifically, the color may be changed according to the acceleration in the vehicle left-right direction.

The first saddle riding type vehicle traveling composite data D3c1 has one image data based on the first approach turning trajectory data DTb1, the first approach turning front direction acceleration data DAb1 and the first approach turning left and right direction acceleration data DLb1. May be. For example, image data in which a line represented in a display form corresponding to the acceleration in the vehicle left-right direction is arranged may be included inside the line of the travel locus represented in the display form corresponding to the acceleration in the vehicle left-right direction. Further, for example, even if image data including a line of a travel locus represented in a display form corresponding to the acceleration in the vehicle left-right direction and a line represented in a display form corresponding to the acceleration in the vehicle left-right direction partially overlap each other, Good.

The first saddle riding type vehicle traveling composite data D3c1 may include one image data based on the first approach turning front direction acceleration data DAb1 and the first approach turning left and right direction acceleration data DLb1. Specifically, this image data is, for example, as shown in FIGS. 6C and 7C, an image of a graph in which the vertical axis represents the acceleration in the vehicle front direction and the horizontal axis represents the acceleration in the vehicle left-right direction. It may be data. In this graph, when the acceleration in the front direction of the vehicle is zero, the acceleration in the lateral direction of the vehicle is also zero. The graph may include at least one circle centered on zero for the purpose of driving skill level. A circle passes through the same numerical value (acceleration) on the vertical axis and the horizontal axis. The graphs of FIG. 6C and FIG. 7C include two circles of black and gray, but one graph may include only one circle. When only one circle is included in one graph, the radius of the circle is, for example, 0.3G to 0.8G. When two circles are included in one graph, the radius of the larger circle is, for example, 0.4G to 0.8G, and the radius of the smaller circle is, for example, 0.3G to 0.6G. . Such a circle may be included in the first saddle riding type vehicle traveling composite data D3c1 or may be added after the first saddle riding type vehicle traveling composite data D3c1 is output to the output target 305 described later. Good. ‥

The first saddle riding type vehicle traveling composite data D3c1 may include one image data based on the first approach turning front direction acceleration data DAb1. The image data based on the first approach turning front direction acceleration data DAb1 may be, for example, image data of a graph with the vehicle front direction acceleration on the vertical axis and the time on the horizontal axis. The image data based on the first approach turning front acceleration data DAb1 may be, for example, image data of a graph having the vehicle front acceleration as the vertical axis and the vehicle front speed as the horizontal axis. The vertical axis and the horizontal axis may be opposite. The speed in the vehicle front direction may be calculated from the first approach turning front direction acceleration data DAb1 or may be detected by the GNSS receiving unit 90, and is based on the signal of the wheel speed sensor 85. It may be generated by In this case, the data on which the first straddle-type vehicle traveling composite data D3c1 is based includes data relating to the speed in the vehicle front direction.

The first saddle riding type vehicle traveling composite data D3c1 may include one image data based on the first approach turning left / right direction acceleration data DLb1. The image data based on the first approach turning left / right acceleration data DLb1 may be, for example, image data of a graph with the vehicle left / right acceleration as the vertical axis and the time as the horizontal axis. The image data based on the first approach turning left / right acceleration data DLb1 may be, for example, image data of a graph in which the vehicle left / right acceleration is on the vertical axis and the vehicle front speed is on the horizontal axis. The vertical axis and the horizontal axis may be opposite. The vehicle left-right speed may be calculated from the first approach turning left-right acceleration data DLb1 or may be detected by the GNSS receiving unit 90, and based on the signal from the wheel speed sensor 85. It may be generated by In this case, the data on which the first straddle-type vehicle traveling composite data D3c1 is based includes data relating to the speed in the vehicle left-right direction.

The first straddle-type vehicle traveling composite data D3c1 may include image data based on the first turning vehicle attitude data D3V1 and the first turning rider attitude data D3R1.

The first saddle riding type vehicle traveling composite data D3c1 may be generated based on the first rider identification data DI1 in addition to the data of any combination described above. In this case, the first saddle riding type vehicle traveling composite data D3c1 is generated in association with the rider R who gets on the motorcycle 310 during the first turning motion.

The first straddle-type vehicle traveling composite data D3c1 may be generated based on category data in addition to data of any combination described above. In this case, the first saddle riding type vehicle traveling composite data D3c1 is generated in association with the category of the motorcycle 310 in the first turning motion. The first saddle riding type vehicle traveling composite data D3c1 may be generated based on the displacement data in addition to the data of any combination described above. In this case, the first straddle-type vehicle traveling composite data D3c1 is generated in association with the displacement of the motorcycle 310 during the first turning motion.

In the saddle riding type vehicle traveling composite data storage processing S14, the processor 302 stores the first saddle riding type vehicle traveling composite data D3c1 generated by the saddle riding type vehicle traveling composite data generation processing S13 in the storage unit 303.

In the saddle riding type vehicle traveling composite data output process S15, the processor 302 outputs the first saddle riding type vehicle traveling composite data D3c1 stored in the storage unit 303 to the output target 305.

The output target 305 may be, for example, a display device, a printing device, or another device. The display device may have only a display function, for example, or may have a function other than the display function. The display device having a function other than the display function is, for example, a tablet terminal.

Although not shown, the display device includes a display unit capable of displaying information, a data acquisition unit, and a display control unit. The data acquisition unit acquires the output first saddle riding type vehicle traveling composite data D3c1. The display control unit causes the first straddle-type vehicle traveling composite data D3c1 acquired by the data acquisition unit to be simultaneously displayed on one screen of the display unit.

Although not shown, the printing device has a printing unit capable of printing information on paper, a data acquisition unit, and a printing control unit. The data acquisition unit acquires the output first saddle riding type vehicle traveling composite data D3c1. The print control unit causes the printing unit to print the first straddle-type vehicle traveling composite data D3c1 acquired by the data acquisition unit, on the same surface of one sheet of paper.

The first straddle-type vehicle traveling composite data D3c1 is image data based on the first approach turning trajectory data DTb1 and the first approach turning front direction acceleration data DAb1 as described above, the first approach turning trajectory data DTb1 and the first approach turning trajectory data DTb1. When the image data based on the 1-approach turn left / right acceleration data DLb1 is included, the expansion / contraction state of the front suspension can be estimated from the display of these two image data. That is, if the deceleration in the front direction of the vehicle is relatively large and the acceleration in the left direction of the vehicle is relatively large, it can be estimated that the front suspension remains contracted.

Even when the first saddle riding type vehicle traveling composite data D3c1 includes the above-mentioned graph based on the first approach turning front direction acceleration data DAb1 and the first approach turning left / right direction acceleration data DLb1, expansion / contraction of the front suspension is also performed from this graph. The state can be estimated to some extent.

When the first saddle riding type vehicle traveling composite data D3c1 includes the above-mentioned graph based on the first approach turning front direction acceleration data DAb1 and the first approach turning lateral acceleration data DLb1, the first straddle type vehicle running composite data. An image as shown in FIG. 8 may be displayed or printed together with D3c1. The image as shown in FIG. 8 may be displayed on one screen at the same time as the first saddle riding type vehicle traveling composite data D3c1 or may not be displayed at the same time. The image as shown in FIG. 8 may be printed on the same side of one sheet together with the first saddle riding type vehicle traveling composite data D3c1, or may be printed on another side of the same sheet or on another sheet. .. When only the first straddle-type vehicle travel composite data D3c1 is displayed or printed in the output target 305, the first saddle-ride type vehicle travel composite data D3c1 includes image data as shown in FIG. 8. In the output target 305, when the display or print layout is determined using the first straddle-type vehicle traveling composite data D3c1, the first saddle-riding type vehicle traveling composite data D3c1 is the image data shown in FIG. It need not be included. By displaying or printing the image shown in FIG. 8, the rider R can easily grasp the target acceleration.

The series of processing shown in FIG. 11 is also executed for the operation of the motorcycle 310 traveling in the approach turning area Zb, which is different from the movement when traveling in the first approach turning trajectory Tb1. By executing the series of processes shown in FIG. 11 for a plurality of traveling operations of traveling in the approach turning area Zb, a plurality of saddle riding type vehicle traveling composite data D3c are output to the output target 305.

The processor 302 may execute the series of processes S11 to S14, S20, and S21 shown in FIG.

In the saddle-ride type vehicle traveling integrated composite data generation process S20, the processor 302 generates at least one saddle-type vehicle traveling integrated compound data D3u. The saddle-ride type vehicle traveling integrated data D3u is generated in association with the plurality of saddle-ride type vehicle traveling combined data D3c stored in the storage unit 303. The number of the saddle riding type vehicle traveling composite data D3c used for generating one saddle riding type vehicle traveling integrated data D3u may be two or may be more than two.

The processor 302 may generate the same rider-saddle-type vehicle traveling integrated data D3us based on a plurality of saddle-type vehicle traveling complex data D3c generated based on the same rider identification data. The processor 302 may generate the different rider-saddle-type vehicle traveling integrated data D3ud based on the plurality of saddle-type vehicle traveling complex data D3c generated based on the different rider identification data. When a plurality of saddle riding type vehicle traveling integrated composite data D3u is generated in the saddle riding type vehicle traveling integrated complex data generation process S20, the plurality of saddle riding type vehicle traveling integrated compound data D3u are the same rider saddle riding type vehicle traveling integrated. Only one of the composite data D3us and the different rider-saddle-type vehicle traveling integrated composite data D3ud may be included, or both may be included.

The saddle-ride type vehicle traveling integrated data D3u of the third specific example may or may not include the saddle-ride type vehicle traveling combined data D3c. The saddle-ride type vehicle traveling integrated data D3u may or may not include the data that is the basis of the saddle-ride type vehicle traveling combined data D3c.
The saddle-ride type vehicle traveling integrated data D3u may be data generated by a difference, comparison or combination of a plurality of saddle-type vehicle traveling combined data D3c. The saddle riding type vehicle traveling integrated data D3u may be, for example, a difference between the first saddle riding type vehicle traveling composite data D3c1 and the second saddle riding type vehicle traveling composite data D3c2. The saddle-ride type vehicle traveling integrated data D3u may be data indicating a representative (for example, an average) of the plurality of saddle-type vehicle traveling combined data D3c.

The saddle-ride type vehicle traveling integrated data D3u may include, for example, image data in which the image of the first turning attitude data D3RV1 and the image of the second turning attitude data D3RV2 are superimposed. In addition, the saddle riding type vehicle traveling integrated data D3u is obtained by, for example, overlapping the traveling locus of the first approach turning locus data DTb1 and the traveling locus of the second approach turning locus data DTb2 obtained by traveling at the same first corner. It may include image data. The saddle-ride type vehicle traveling integrated data D3u includes, for example, image data in which one of two lines indicating a traveling locus represented in a display form corresponding to the acceleration in the vehicle front direction is arranged inside the other line. You may stay.

In the saddle riding type vehicle traveling composite data output processing S21, the processor 302 outputs the generated saddle riding type vehicle traveling integrated data D3u to the output target 305. The output target 305 may be, for example, a display device, a printing device, or another device. The output target 305 to which the saddle riding type vehicle traveling integrated data D3u is output may be the same as or different from the output target to which the saddle riding type vehicle traveling composite data D3c is output. The display control unit of the display device simultaneously displays the saddle riding type vehicle traveling integrated composite data D3u acquired by the data acquisition unit on one screen of the display unit. The print control unit of the printing apparatus causes the printing unit to print the saddle-ride type vehicle traveling integrated composite data D3u acquired by the data acquisition unit on the same surface of one sheet of paper.

Note that the first turning vehicle attitude data D3V1 and the first turning rider attitude data D3R1 may be acquired from the motorcycle 310. The first turning vehicle attitude data D3V1 may be the same data as the first turning vehicle attitude data D1V1 of the first and second specific examples. That is, the first turning vehicle attitude data D3V1 may be data generated using at least one of the GNSS receiving unit 90 of the motorcycle 310, the IMU 86, and the steering angle sensor 84. The first turning rider attitude data D3R1 may be the same data as the first turning rider attitude data D1R1 in the first and second examples. That is, the first turning rider posture data D3R1 may be data generated based on the image data generated by the imaging device 91 of the motorcycle 310.

Note that the saddle type vehicle travel data processing device 301 of the third specific example may process data related to a plurality of motorcycles including the motorcycle 310. Thereby, the saddle riding type vehicle traveling data processing device 301 can easily acquire the different rider saddle riding type vehicle traveling integrated data D3ud.

The saddle riding type vehicle traveling data processing device 301 may be capable of acquiring image data from a plurality of imaging devices including the imaging device 308. The plurality of imaging devices are arranged and set so as to capture images of the motorcycle while traveling in the plurality of approach areas set in different places.

The imaging device 308 may be installed in a flying body such as a small drone (unmanned aerial vehicle). In this case as well, the imaging device 308 captures the posture of the motorcycle 310 and the posture of the rider R while turning the corner.

The specific example 3 has the same effect as the specific example 1 with respect to the same configuration or processing as the specific example 1. The present specific example 3 has the following effects in addition to the effects of the above-described embodiment of the present invention.

When the first saddle riding type vehicle traveling composite data D3c1 includes image data based on the first approach turning trajectory data DTb1 and the first approach turning front direction acceleration data DAb1, the following effects are obtained.
The first straddle-type vehicle traveling composite data D3c1 more clearly shows the relationship between the first approach turning locus Tb1 and the acceleration in the vehicle front direction of the motorcycle 310 when traveling on the first approach turning locus Tb1. .. Therefore, it becomes easier to utilize the first straddle-type vehicle traveling composite data D3c1. Since the first saddle riding type vehicle traveling composite data D3c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D3c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D3c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D3c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing device 301 of the third specific example can more efficiently post-process the output data and further reduce hardware resources. Further, the saddle riding type vehicle travel data processing method according to the third specific example can make post-processing of the output data efficient and further reduce hardware resources.

When the first saddle riding type vehicle traveling composite data D3c1 includes image data based on the first approach turning trajectory data DTb1 and the first approach turning left / right direction acceleration data, the following effects are obtained.
The first straddle-type vehicle traveling composite data D3c1 more clearly shows the relationship between the first approach turning locus Tb1 and the vehicle lateral acceleration of the motorcycle 310 when traveling on the first approach turning locus Tb1. Therefore, it becomes easier to utilize the first straddle-type vehicle traveling composite data D3c1. Since the first saddle riding type vehicle traveling composite data D3c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D3c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D3c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D3c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing device 301 of the third specific example can more efficiently post-process the output data and further reduce hardware resources. Further, the saddle riding type vehicle travel data processing method according to the third specific example can make post-processing of the output data efficient and further reduce hardware resources.

The first saddle riding type vehicle traveling composite data D3c1 is image data based on the first approach turning locus data DTb1 and the first approach turning front direction acceleration data, the first approach turning locus data DTb1 and the first approach turning left / right acceleration. If both image data based on the data are included, the following effects are obtained.
From such image data, it is easy to determine whether or not there is a gap between the time point when the deceleration in the vehicle front direction before the turning ends and the time point when the vehicle lateral acceleration increases from zero due to the turning. When there is a gap between the time point when the vehicle front deceleration before turning ends and the time point when the vehicle lateral acceleration increases due to turning, the front suspension in the contracted state once expands and then contracts again. When the front suspension expands and contracts, the posture of the motorcycle 310 changes. Therefore, the first straddle-type vehicle traveling composite data D3c1 including such image data can be easily used as an output target by, for example, analyzing the traveling state of the vehicle. Since the first saddle riding type vehicle traveling composite data D3c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D3c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D3c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D3c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing device 301 of the third specific example can more efficiently post-process the output data and further reduce hardware resources. Further, the saddle riding type vehicle travel data processing method according to the third specific example can make post-processing of the output data efficient and further reduce hardware resources.

When the first saddle riding type vehicle traveling composite data D3c1 includes image data of a graph in which the vertical axis represents the acceleration of the motorcycle 310 in the vehicle front direction and the horizontal axis represents the vehicle lateral direction acceleration of the motorcycle 310, The effect is obtained.
The first straddle-type vehicle traveling composite data D3c1 more clearly shows the relationship between the acceleration in the vehicle front direction of the motorcycle 310 and the acceleration in the vehicle left-right direction of the motorcycle 310 when traveling on the first approach turning locus Tb1. Shown in. Therefore, it becomes easier to utilize the first straddle-type vehicle traveling composite data D3c1.
Furthermore, it is easy to determine whether or not there is a gap between the time point when the vehicle front deceleration before turning ends and the time point when the vehicle lateral acceleration increases from zero due to turning based on the image data of this graph. When there is a gap between the time point when the vehicle front deceleration before turning ends and the time point when the vehicle lateral acceleration increases due to turning, the front suspension in the contracted state once expands and then contracts again. When the front suspension expands and contracts, the posture of the motorcycle 310 changes. Therefore, the first straddle-type vehicle traveling composite data D3c1 including the image data of such a graph can be easily used as an output target by, for example, analyzing the traveling state of the vehicle.
Since the first saddle riding type vehicle traveling composite data D3c1 is more easily utilized, the post-processing of the output first saddle riding type vehicle traveling composite data D3c1 is easier. Since the post-processing of the output first saddle riding type vehicle traveling composite data D3c1 is easier, the hardware resources of the output targets 61 and 62 to which the first saddle riding type vehicle traveling composite data D3c1 is output are further reduced. be able to.
As described above, the straddle-type vehicle travel data processing device 301 of the third specific example can more efficiently post-process the output data and further reduce hardware resources. Further, the saddle riding type vehicle travel data processing method according to the third specific example can make post-processing of the output data efficient and further reduce hardware resources.

(Modification of the embodiment)
The present invention is not limited to the specific examples 1 to 3 of the above-described embodiment, and various modifications can be made within the scope of the claims. Hereinafter, modified examples of the embodiment of the present invention will be described. In addition, about the thing which has the same structure as the above-mentioned structure, the same code | symbol is used and the description is abbreviate | omitted suitably. The above-described embodiments, specific examples of the embodiments, and modifications described below can be implemented in an appropriate combination.

The straddle-type vehicle of the present invention is not limited to a motorcycle. The straddle-type vehicle of the present invention includes a motorcycle, a motor tricycle, a four-wheel buggy (ATV: All Terrain Vehicle / ATV), a snowmobile, a water motorcycle (personal watercraft), etc., in addition to a motorcycle. ..

Motorcycles, tricycles, and four-wheeled buggies have at least one front wheel and at least one rear wheel. Motorcycles include sports, on-road, and off-road motorcycles, scooters, motorbikes, mopeds, and the like. The motorcycle may have two front wheels and one rear wheel, or one front wheel and two rear wheels. The steered wheels of a motorcycle, a motorcycle, and a four-wheel buggy may be front wheels, rear wheels, or both front and rear wheels. The motorcycle, the motorcycle, and the four-wheel buggy may have at least one front suspension that absorbs vertical vibration of at least one front wheel. Motorcycles, motorcycles, and four-wheel buggies may have at least one rear suspension that absorbs vertical vibrations of at least one rear wheel.

A snowmobile is a saddle type vehicle that runs on snow. Snowmobiles have one or two skis at the front of the vehicle. One or two skis provided at the front of the vehicle are steering skis. The rider operates the steering wheel (handle unit) to change the direction of the steering ski. The first turning vehicle attitude data may be data related to the steering angle of the ski for steering. Snowmobiles may have endless tracks (track belts) at the rear of the vehicle and may have one or two skis. The power source of the endless track (track belt) may be an engine or an electric motor. The snowmobile may have at least one suspension that absorbs vertical vibrations.

Watercraft is a saddle type vehicle that runs on the water surface. Water motorcycles generate propulsion by a water jet propulsion system. The water jet propulsion system generates a propulsive force by accelerating and injecting water taken from the lower part of the hull by a jet pump. The power source of the jet pump may be an engine or an electric motor. When the rider operates the steering wheel (handle unit), the direction of the jet nozzle is changed and the direction of the jet of water is changed. As a result, the traveling direction is changed. The water motorcycle may have at least one suspension that absorbs vertical vibrations.

▽ A motorcycle, like a motorcycle, leans to the right when turning right. For example, like a four-wheel buggy 510 shown in FIG. 17, when turning right, the four-wheel buggy hardly tilts in either the left-right direction of the vehicle. When the four-wheel buggy turns to the right, the rider moves the center of gravity to the right of the vehicle. This balances gravity and centrifugal force. For example, like a water motorcycle 610 shown in FIG. 18, a water motorcycle leans to the right of the vehicle when turning right. Similar to the motorcycle, the rider tilts the water motorcycle to the right of the vehicle by changing its posture. Like a snowmobile 710 shown in FIG. 19, when a snowmobile makes a right turn at a relatively low speed, it hardly leans in either the left or right direction of the vehicle. As with the snowmobile 810 shown in FIG. 20, the snowmobile may lean to the right of the vehicle when turning right at a relatively high speed. Depending on the type of vehicle, the snowmobile makes little right or left inclination when turning to the right at a relatively high speed. Similar to the motorcycle, the rider changes the posture of the rider to tilt the snowmobile to the right of the vehicle. When turning left, the description is omitted because it is the opposite of right turning. Thus, regardless of the type of straddle-type vehicle, the saddle-ride type vehicle is a vehicle that turns by utilizing the balance between centrifugal force and gravity.

The approach turning guide unit of the present invention is not limited to one provided on the ground. When the straddle-type vehicle of the present invention is a snowmobile, the approach turning guide unit may be provided on snow. When the straddle-type vehicle of the present invention is a water motorcycle, the approach turning guide unit may be provided on the water surface.

In the present invention, the number of approach guide portions for guiding the traveling direction of the saddle riding type vehicle so that the saddle riding type vehicle travels in the approach area is not limited to two. There may be one approach guide part or more than two approach guide parts.
In the present invention, the number of turning guide portions for guiding the traveling direction of the saddle riding type vehicle so that the saddle riding type vehicle travels in the first turning region is not limited to five. The number of swivel guide portions may be less than five or more than five. The number of turning guides may be one.

In the present invention, the first approach trajectory may not be a traveling trajectory when the saddle riding type vehicle travels in the approach area while passing between the two approach guide portions. The approach guide part may be arranged in a different form from the above. The approach guide part may not be provided.
In the present invention, the first turning locus may not be the running locus when the straddle-type vehicle travels in the first turning region while passing between the turning guide portion and the second arc. The turning guide part may be arranged in a form different from the above. The turning guide unit may not be provided.
In the present invention, the first approach turning trajectory is an environment in which at least one approach turning guide unit is provided for guiding the traveling direction of the saddle type vehicle so that the saddle type vehicle travels in the approach turning area. It does not have to be the traveling locus when traveling in. That is, the approach turning guide unit may not be provided.

The shape of the annular region of the present invention is not limited to the shape described in Specific Example 1. The annular region described in the specific example 1 corresponds to the first annular region of the present invention. The shape of the annular region of the present invention has only to have the approach turning region Zb and is annular. Another example of the annular region of the present invention will be specifically described below. In the following description, the direction in which the saddle riding type vehicle travels in the first annular region is the front direction. The front end in the description of the annular region refers to the end in the direction in which the saddle riding type vehicle travels (progresses) in the annular region.

The annular region of the present invention may be the second annular region Z ₂ a. FIG. 21 shows an example of the second annular region Z ₂ a. The second annular region Z ₂ a includes, in addition to the approach turning region Zb, a linear second linear region Z ₂ e, a curved second turning region Z ₂ f, and a linear third linear region Z ₂ g, a curved third turning region Z ₂ h, a straight fourth straight region Z ₂ i, a curved fourth turning region Z ₂ j, and a straight fifth straight region Z ₂ k. , A curved fifth turning region Z ₂ l, a linear sixth linear region Z ₂ m, and a curved sixth turning region Z ₂ n. The second linear region Z ₂ e is connected to the front end of the first turning region Zd and is shorter than the approach region Zc. The second turning area Z ₂ f is connected to the front end of the second linear area Z ₂ e. Including a first approach turn trajectory Tb1, one of the travel locus of when traveling along second annular region Z ₂ a, an annular trajectory T ₂ a1. The circular locus T ₂ a1 corresponds to the first circular locus of the present invention. On the circular trajectory T ₂ a1, the turning direction of the second turning area Z ₂ f is different from the turning direction of the approach turning area Zb. The third linear region Z ₂ g is connected to the front end of the second turning region Z ₂ f. The third turning area Z ₂ h is connected to the front end of the third linear area Z ₂ g. On the circular locus T ₂ a1, the turning direction of the third turning area Z ₂ h is the same as the turning direction of the second turning area Z ₂ f. The fourth linear region Z ₂ i is connected to the front end of the third turning region Z ₂ h. The fourth turning area Z ₂ j is connected to the front end of the fourth linear area Z ₂ i. On the circular trajectory T ₂ a1, the turning direction of the fourth turning area Z ₂ j is different from the turning direction of the third turning area Z ₂ h. The fifth linear region Z ₂ k is connected to the front end of the fourth turning region Z ₂ j and is longer than the fourth linear region Z ₂ i. The fifth turning area Z ₂ l is connected to the front end of the fifth linear area Z ₂ k. On the circular trajectory T ₂ a1, the turning direction of the fifth turning region Z ₂ l is the same as the turning direction of the fourth turning region Z ₂ j. Sixth linear region Z ₂ m is connected to the front end of the fifth pivot region Z ₂ l, longer than the third straight line region Z ₂ g. The sixth turning region Z ₂ n is connected to the front end of the sixth straight line region Z ₂ m and the rear end of the approach region Zc. On the circular locus T ₂ a1, the turning direction of the sixth turning area Z ₂ n is the same as the turning direction of the fifth turning area Z ₂ l. On the circular trajectory T ₂ a1, the turning direction of the sixth turning area Z ₂ n is the same as the turning direction of the first turning area Zd. That is, in the circular locus T ₂ a1, the traveling locus that is connected to the rear end of the first approach turning locus Tb1 during turning has the same turning direction as the first approach turning locus Tb1.

In FIG. 21, a plurality of guide parts 7 including a plurality of approach guide parts 7c and a plurality of turning guide parts 7d are displayed. The position and the number of the guide portions 7 provided for the second annular region Z ₂ a are not limited to those shown in FIG. The guide part 7 may not be provided.

In the second annular region Z ₂ a, the number of places corresponding to the approach turning region of the present invention is not limited to one. For example, the second straight line area Z ₂ e and the second turning area Z ₂ f may correspond to the approach turning area of the present invention. Further, for example, the third straight line area Z ₂ g and the third turning area Z ₂ h may correspond to the approach turning area of the present invention. Further, for example, the fifth straight line region Z ₂ k and the fifth turning region Z ₂ l may correspond to the approach turning region of the present invention. Further, for example, the sixth straight line area Z ₂ m and the sixth turning area Z ₂ n may correspond to the approach turning area of the present invention.

The annular region of the present invention may be the third annular region Z ₃ a. FIG. 22 shows an example of the third annular region Z ₃ a. The shape of the third annular region Z ₃ a is not limited to the shape shown in FIG. The shape of the area surrounded by the third annular area Z ₃ a is E-shaped. The third annular region Z ₃ a includes, in addition to the approach turning region Zb, a linear second linear region Z ₃ e, a curved second turning region Z ₃ f, and a linear third linear region Z _3. g, a curved third turning area Z ₃ h, a straight fourth straight area Z ₃ i, a curved fourth turning area Z ₃ j, and a straight fifth straight area Z ₃ k. A curved fifth turning region Z ₃ l, a straight sixth straight region Z ₃ m, a curved sixth swing region Z ₃ n, a straight seventh straight region Z ₃ o, and a curved line A seventh swirl zone Z ₃ p. The second linear region Z ₃ e is connected to the front end of the first turning region Zd and is shorter than the approach region Zc. The second turning area Z ₃ f is connected to the front end of the second linear area Z ₃ e. Including a first approach turn trajectory Tb1, one of the travel locus of when traveling along the third annular region Z ₃ a, an annular trajectory T ₃ a1. The circular locus T ₃ a1 is defined as It corresponds to the first annular locus of the present invention. On the circular trajectory T ₃ a1, the turning direction of the second turning region Z ₃ f is different from the turning direction of the approach turning region Zb. The third linear region Z ₃ g is connected to the front end of the second turning region Z ₃ f. The third turning area Z ₃ h is connected to the front end of the third linear area Z ₃ g. On the circular trajectory T ₃ a1, the turning direction of the third turning area Z ₃ h is different from the turning direction of the second turning area Z ₃ f. The fourth straight line region Z ₃ i is connected to the front end of the third turning region Z ₃ h. The fourth turning area Z ₃ j is connected to the front end of the fourth linear area Z ₃ i. On the circular trajectory T ₃ a1, the turning direction of the fourth turning area Z ₃ j is different from the turning direction of the third turning area Z ₃ h. The fourth turning area Z ₃ j is connected to the front end of the fourth turning area Z ₃ j. The fifth turning area Z ₃ l is connected to the front end of the fifth linear area Z ₃ k. On the circular trajectory T ₃ a1, the turning direction of the fifth turning area Z ₃ l is different from the turning direction of the fourth turning area Z ₃ j. The sixth linear region Z ₃ m is connected to the front end of the fifth turning region Z ₃ l and is longer than the second to fifth linear regions Z ₃ k. The sixth turning area Z ₃ n is connected to the front end of the sixth linear area Z ₃ m. On the circular trajectory T ₃ a1, the turning direction of the sixth turning area Z ₃ n is the same as the turning direction of the fifth turning area Z ₃ l. The seventh linear region Z ₃ o is connected to the front end of the sixth turning region Z ₃ n. The seventh turning area Z ₃ p is connected to the front end of the seventh linear area Z ₃ o and the rear end of the approach area Zc. In the circular trajectory T ₃ a1, the turning direction of the seventh turning area Z ₃ p is the same as the turning direction of the sixth turning area Z ₃ n. On the circular locus T ₃ a1, the turning direction of the seventh turning area Z ₃ p is the same as the turning direction of the first turning area Zd. That is, in the circular locus T ₃ a1, the traveling locus that is connected to the rear end of the first approach turning locus Tb1 during turning is the same as the first approach turning locus Tb1 in the turning direction.

In FIG. 22, a plurality of guide parts 7 including a plurality of approach guide parts 7c and a plurality of turning guide parts 7d are displayed. The position and the number of the guide portions 7 provided for the third annular region Z ₃ a are not limited to those shown in FIG.

In the third annular region Z ₃ a, the number of places corresponding to the approach turning region of the present invention is not limited to one. For example, the second straight line region Z ₃ e and the second turning region Z ₃ f may correspond to the approach turning region of the present invention. Further, for example, the sixth straight line area Z ₃ m and the sixth turning area Z ₃ n may correspond to the approach turning area of the present invention. Further, for example, the seventh straight line area Z ₃ o and the seventh turning area Z ₃ p may correspond to the approach turning area of the present invention.

The annular region of the present invention may be the fourth annular region Z ₄ a. FIG. 23 shows an example of the fourth annular region Z ₄ a. The shape of the fourth annular region Z ₄ a is not limited to the shape shown in FIG. The fourth annular region Z ₄ a is approach turning in addition to the area Zb, and the second linear region Z ₄ e linear, and curvilinear second pivot region Z ₄ f, the third linear region Z ₄ linear g, a curved third turning region Z ₄ h, a straight fourth straight region Z ₄ i, and a curved fourth turning region Z ₄ j. The second linear region Z ₄ e is connected to the front end of the first turning region Zd. The second turning area Z ₄ f is connected to the front end of the second linear area Z ₄ e. Including a first approach turn trajectory Tb1, one of the travel locus of when traveling along the fourth annular region Z ₄ a, an annular trajectory T ₄ a1. The circular locus T ₄ a1 corresponds to the first circular locus of the present invention. On the circular trajectory T ₄ a1, the turning direction of the second turning area Z ₄ f is different from the turning direction of the approach turning area Zb. The third linear region Z ₄ g is connected to the front end of the second turning region Z ₄ f. The third turning area Z ₄ h is connected to the front end of the third linear area Z ₄ g. On the circular trajectory T ₄ a1, the turning direction of the third turning area Z ₄ h is different from the turning direction of the second turning area Z ₄ f. Fourth linear region Z ₄ i is connected to the front end of the third pivot region Z ₄ h. The fourth turning region Z ₄ j is connected to the front end of the fourth linear region Z ₄ i and the rear end of the approach region Zc. On the circular trajectory T ₄ a1, the turning direction of the fourth turning area Z ₄ j is different from the turning direction of the third turning area Z ₄ h. On the circular trajectory T ₄ a1, the turning direction of the fourth turning area Z ₄ j is different from the turning direction of the first turning area Zd. That is, in the circular locus T ₄ a1, the traveling locus which is connected to the rear end of the first approach turning locus Tb1 during turning differs from the first approach turning locus Tb1 in the turning direction.

In FIG. 23, a plurality of guide portions 7 including a plurality of turning guide portions 7d are displayed. The positions and the numbers of the guide portions 7 provided for the third annular region Z ₃ a are not limited to those shown in FIG.

In the fourth annular region Z ₄ a, the number of places corresponding to the approach turning region of the present invention is not limited to one. For example, the second straight line region Z ₃ e and the second turning region Z ₃ f may correspond to the approach turning region of the present invention.

According to the first saddle riding type vehicle traveling composite data of the present invention, the annular loci T ₂ a1, T ₃ a1, T ₄ a1 when traveling in the second to fourth annular regions Z ₂ a, Z ₃ a, Z ₄ a. When generated based on, the following effects can be obtained.
The annular loci T ₂ a1, T ₃ a1, T ₄ a1 when traveling in the second to fourth annular regions Z ₂ a, Z ₃ a, Z ₄ a include traveling loci during four or more turns. Further, the circular loci T ₂ a1, T ₃ a1, and T ₄ a1 when traveling in the second to fourth annular regions Z ₂ a, Z ₃ a, and Z ₄ a are the same as the first approach turning locus Tb1 and the turning direction. Both the same traveling locus and the traveling loci having different turning directions from the first approach turning locus Tb1 are included. Therefore, the acceleration in the vehicle front direction is associated with the first annular loci T ₂ a1, T ₃ a1, T ₄ a1 when traveling in the second to fourth annular regions Z ₂ a, Z ₃ a, Z ₄ a. Compared to the first saddle riding type vehicle traveling composite data when the turning directions are all the same, the first saddle riding type vehicle traveling composite data has accuracy (reliability) as data reflecting the running state of the saddle riding type vehicle. high. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, vehicle control or vehicle analysis. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.

When the first annular locus of the present invention is connected to the rear end of the first approach turning locus and includes a running locus in a turning direction different from that of the first approach turning locus, such as the annular locus T ₄ a1, The effect of is obtained.
The first straddle-type vehicle traveling composite data generated based on such a traveling locus is compared to the first straddle-type vehicle traveling composite data obtained when the turning directions are all the same as each other. The accuracy (reliability) as data that reflects the state is high. Therefore, it becomes easy to utilize the first straddle-type vehicle traveling composite data by, for example, vehicle control or vehicle analysis. Since it becomes easier to utilize the first saddle riding type vehicle traveling composite data, the post-processing of the output first saddle riding type vehicle traveling composite data is easier. Since the post-processing of the output first straddle-type vehicle travel composite data is easier, it is possible to further reduce the hardware resources to be output to which the first saddle-ride type vehicle travel composite data is output.

The traveling locus of traveling in each of the linear regions of the first to fourth annular regions Z ₂ a, Z ₃ a, and Z ₄ a described above is substantially linear. The traveling locus in each straight line region may be configured by one straight line, at least one straight line and a curved line, or may be configured by only a curved line. The traveling locus in each of the turning regions of the above-mentioned first to fourth annular regions may be constituted by one arc, may be constituted by a plurality of arcs, or may be constituted by only curved lines, It may be composed of at least one straight line and a curved line.

The annular region of the present invention may be circular, for example. The annular region of the present invention may have a shape similar to that of a course used in a tri-khana, for example. The course used in Trikhana is a laterally long 8-shaped course. Trikhana refers to a gymkhana, which is one type of motor sports, limited to a course of the above shape.

The annular locus of the present invention is a running locus of the saddle type vehicle when the vehicle continuously runs at least once in the annular region. The first approach turning locus included in the circular path is a saddle riding when continuously traveling along the first straight line and the first arc over the entire approach turning area so as to enter the first turning area from the approach area. 3 is a traveling locus of the type vehicle. If the above conditions are satisfied, the start point and the end point of the first annular region may be at any position. It is preferable that the start point of the first annular region is not the time point when the saddle riding type vehicle is started. The starting point of the first annular region may be the time when the straddle-type vehicle is started at the end of the approach region. It is preferable that the end point of the first annular region is not the time point when the saddle riding type vehicle is stopped. The end point of the first annular region may be a time point when the saddle riding type vehicle is stopped.

The turning direction of the first approach turning locus Tb1 shown in FIGS. 10 and 21 to 23 is the vehicle left direction. The turning direction of the first approach turning locus of the present invention may be the vehicle right direction or the vehicle left direction.

In the specific examples 1 to 3, the first approach turning locus Tb1 is a running locus when the

motorcycles

110, 210 and 310 both accelerate and decelerate while traveling in the approach area Zc. However, the first approach turning trajectory of the present invention may be a traveling trajectory when the saddle riding type vehicle only decelerates while traveling in the approach area. The first approach turning locus of the present invention may be a running locus when the saddle riding type vehicle decelerates while traveling in the approach area and the turning area without accelerating in the approach area.

If the straddle-type vehicle is a snowmobile, the imaging device that captures the posture of the straddle-type vehicle and the rider's posture may be installed on the snow. When the straddle-type vehicle of the present invention is a water motorcycle, the image pickup device for photographing the posture of the saddle-ride type vehicle and the posture of the rider traveling in the approach turning area may be installed on the water surface, or on a land such as a shore. It may be installed. The imaging device may be a device that analyzes an image captured by a camera and generates computer graphics data.

Snowmobiles and water motorcycles may have speed sensors that detect the speed in the vehicle front direction or the traveling direction without using GNSS. The first approach forward turn acceleration data of the present invention may be generated based on the signal of the speed sensor or may be generated using GNSS. The first approach forward turn acceleration data of the present invention may be generated based on a signal of a sensor that detects the rotational speed of the endless track of the snowmobile.

The saddle riding type vehicle traveling data processing device may or may not be mounted on the saddle riding type vehicle. When the saddle riding type vehicle running data processing device is a vehicle control device which controls the saddle riding type vehicle based on data related to the running saddle riding type vehicle, the saddle riding type vehicle running data processing device is the saddle riding type vehicle. May or may not be mounted on. If the saddle riding type vehicle running data processing device is a data recording device that accumulates data related to the running saddle riding type vehicle, the saddle riding type vehicle running data processing device may be mounted on the saddle riding type vehicle, It may not be installed. When the saddle riding type vehicle traveling data processing device is not mounted on the saddle riding type vehicle, the saddle riding type vehicle traveling data processing device may acquire data related to the plurality of saddle riding type vehicles.

The saddle riding type vehicle travel data processing device of the present invention may be one device arranged at one location, or may be composed of a plurality of devices arranged at different positions.

The first turning rider attitude data may be data generated using motion capture. Motion capture is a technology that digitizes the movements of people and objects and captures them in a computer.

The first turning rider attitude data may be data generated using inertial sensor type motion capture. Specifically, the first turning rider posture data may be generated based on a signal from an inertial sensor such as an IMU (Inertial Measurement Unit) attached to each part of the rider.

The first turning rider attitude data may be data generated using mechanical motion capture. Mechanical motion capture is also called an exoskeleton motion capture system. Specifically, the first turning rider posture data may be generated based on a signal of a sensor that detects an angle or a displacement attached to a joint of the rider.

The first turning rider attitude data may be data generated using magnetic motion capture. Specifically, a magnetic coil is attached to the rider's joint. The position and orientation of the magnetic coil can be obtained by measuring the strain caused by the movement of the magnetic coil in the magnetic field. The first turning rider posture data may be generated based on the information.

The first turning rider attitude data may be data generated using markerless motion capture. Specifically, the first turning rider posture data may be data generated by analyzing an image of a person captured by a camera. The image data generated by using the markerless motion capture may be a photograph or a moving image taken by a camera and a line or a point created by the CG superimposed and displayed. The image data generated by using the markerless motion capture may be composed only of the image data created by CG. The camera used for the markerless motion capture may or may not be mounted on the straddle-type vehicle. The process of generating the image data of the markerless motion capture may be performed by the straddle type vehicle traveling data processing device of the present invention or may be performed by the imaging device.

The first turning rider attitude data may be data generated by combining a plurality of motion capture technologies.

The first turning vehicle attitude data may be data generated using motion capture. Since a specific example of the motion capture is the same as the first turning rider posture data, the description is omitted. However, when the markerless motion capture is used, the camera is not mounted on the saddle type vehicle. The first turning vehicle attitude data may be data generated by combining a plurality of motion capture technologies. The first turning vehicle attitude data may be generated by using one of the motion capture technologies and the IMU mounted on the saddle type vehicle. The first turning vehicle attitude data may be generated by using any motion capture technology and a GNSS receiving unit mounted on the saddle type vehicle.

In the present invention, the first turning trajectory data may be data generated by using the GNSS and the sensor included in the saddle type vehicle. The sensor included in the saddle type vehicle is, for example, any of a sensor that detects a steering angle of an IMU, a steered wheel or a ski for steering, and a sensor that contributes to detection of a speed in a vehicle front direction or a traveling direction of the saddle type vehicle. It may be.

In the present invention, the first turning trajectory data may be data generated without using GNSS. For example, the first turning trajectory data may be data generated using a wireless beacon (beacon). In this case, the saddle type vehicle is equipped with a receiver capable of receiving electromagnetic waves such as radio waves transmitted from a wireless station. The first turning trajectory data may be generated based on the data generated based on the radio wave received by the receiver. The first turning trajectory data may be generated based on the map data and the data generated based on the radio waves received by the receiver.

The straddle-type vehicle of the present invention may have an acceleration sensor that detects acceleration in the front direction of the vehicle. The first approach turning front direction acceleration data may be generated based on the signal of the acceleration sensor.

In the present invention, after the saddle-ride type vehicle traveling integrated composite data generation process, the process of storing the saddle-ride type vehicle traveling integrated data in the storage unit may be executed.

The storage unit of the straddle-type vehicle travel data processing device of the present invention may store only one saddle-type vehicle travel composite data. That is, in the saddle riding type vehicle traveling composite data storage processing, the saddle riding type vehicle traveling composite data stored in the storage unit may be updated.

When the process of outputting the saddle riding type vehicle traveling integrated data is output to the output target, the saddle riding type vehicle traveling composite data may not be output to the output target. However, this content is not included in the present invention.

The processor of the straddle-type vehicle traveling data processing device uses the first straddle that is the difference between the data that is the basis of the first straddle-type vehicle traveling composite data and the data that is the basis of the second straddle-type vehicle traveling composite data. The straddle-type vehicle traveling composite data difference generating process for generating the type vehicle traveling composite data difference may be configured or programmed. Further, the processor is configured to execute a saddle riding type vehicle running composite data difference storage process of storing the generated first saddle riding type vehicle running composite data difference in a storage unit of the saddle riding type vehicle running data processing device. May be programmed or programmed. Further, the processor may be configured or programmed to execute a saddle-ride type vehicle traveling composite data difference output process of outputting the first straddle-type vehicle traveling composite data difference stored in the storage unit to an output target. Good. When outputting the first straddle-type vehicle travel composite data difference to the output target, the saddle-ride type vehicle travel data processing device may not output the first saddle-ride type vehicle travel composite data to the output target. However, the saddle riding type vehicle travel data processing device is not included in the present invention. When outputting the first straddle-type vehicle travel composite data difference to the output target, the saddle-ride type vehicle travel data processing device may not generate the first saddle-ride type vehicle travel composite data. However, this case is not included in the present invention.

The first straddle-type vehicle traveling composite data difference is, for example, first data including first approach turning trajectory data and first approach turning front direction acceleration data, second approach turning trajectory data, and second approach turning front direction. The difference between the acceleration data and the second data is the first approach turning locus, the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus, the second approach turning locus, and It may be data in which the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the second approach turning locus is associated. The first saddle riding type vehicle traveling composite data difference may be generated by, for example, one of the following methods.
In the first method, first, the difference between the first approach turning trajectory data and the second approach turning trajectory data and the difference between the first approach turning front direction acceleration data and the second approach turning front direction acceleration data are calculated. Based on these two differences, a first straddle-type vehicle traveling composite data difference in which these two differences are associated is generated.
In the second method, based on the first approach turning trajectory data and the first approach turning front direction acceleration data, a first index associating these two data is generated. Based on the second approach turning trajectory data and the second approach turning front direction acceleration data, a second index associating these two data is generated. The difference between the first index and the second index is calculated to generate the first saddle riding type vehicle traveling composite data difference.

The first saddle riding type vehicle traveling composite data difference is, for example, first data including first approach turning trajectory data, first approach turning front direction acceleration data, and first approach turning left / right direction acceleration data, and second approach turning. It is the difference between the trajectory data, the second approach turning front acceleration data, and the second data consisting of the second approach turning left / right acceleration data, and the first approach turning trajectory and the saddle riding when traveling on the first approach turning trajectory Acceleration in the vehicle front direction, saddle riding type vehicle when traveling on the first approach turning locus, lateral acceleration of the vehicle, second approach turning locus, straddle type vehicle when running on the second approach turning locus Of the vehicle front direction and the acceleration in the vehicle left-right direction of the straddle-type vehicle when traveling on the second approach turning locus may be data associated with each other. The first saddle riding type vehicle traveling composite data difference may be generated by, for example, one of the following methods.
In the first method, first, the difference between the first approach turning trajectory data and the second approach turning trajectory data, the difference between the first approach turning front direction acceleration data and the second approach turning front direction acceleration data, the first approach turning A difference between the lateral acceleration data and the second approach turning lateral acceleration data is calculated. Based on these three differences, a first saddle riding type vehicle traveling composite data difference in which these three differences are associated is generated.
In the second method, based on the first approach turning trajectory data, the first approach turning front direction acceleration data, and the first approach turning left / right direction acceleration data, a first index that associates these three data is generated. Based on the second approach turning trajectory data, the second approach turning front direction acceleration data, and the second approach turning left and right direction acceleration data, a second index that associates these three data is generated. The difference between the first index and the second index is calculated to generate the first saddle riding type vehicle traveling composite data difference.
In the third method, based on the first approach turning trajectory data and the first approach turning front direction acceleration data, a first index that associates these two data is generated. Based on the second approach turning trajectory data and the second approach turning front direction acceleration data, a second index that associates these two data is generated. The difference between the first index and the second index is calculated. A difference between the first approach turning left / right acceleration data and the second approach turning left / right acceleration data is calculated. Based on the calculated two differences, a first saddle riding type vehicle traveling composite data difference in which these two differences are associated is generated.
In the third method, the first index may be generated based on the first approach turning trajectory data and the first approach turning left / right acceleration data. The first index may be generated based on the first approach turning front direction acceleration data and the first approach turning left and right direction acceleration data. The second index is generated based on two data of the same type as the two data that generate the first index.

The first saddle-type vehicle traveling composite data difference is, for example, first data composed of first annular trajectory data and first annular forward acceleration data, second annular trajectory data and second annular forward acceleration data. It is the difference between the two data and the first annular locus, the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first annular locus, the second annular locus, and the second annular locus when traveling. It may be data associated with the acceleration in the vehicle front direction of the saddle type vehicle.
The first straddle-type vehicle traveling composite data difference is, for example, first data composed of first annular trajectory data, first annular frontward acceleration data, and first annular left-right acceleration data, second annular trajectory data, and second annular trajectory data and second annular trajectory data. The difference between the annular frontward acceleration data and the second data composed of the second annular left / right acceleration data, which is the first annular locus, the vehicle forward acceleration of the saddle-ride type vehicle when traveling on the first annular locus, Acceleration in the vehicle left-right direction of the saddle riding type vehicle when traveling on the first annular locus, second annular trajectory, acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the second annular trajectory, and second annular The data may be associated with acceleration in the vehicle left-right direction of the straddle-type vehicle when traveling on a locus.

In the present invention, the data on which the saddle-ride type vehicle integrated composite data is based may not include the first approach turning left / right acceleration data. The data that is the basis of the saddle-ride type vehicle integrated composite data may not include the first turning vehicle attitude data. The data that is the basis of the saddle-ride type vehicle integrated composite data may not include the first turning rider data. The data that is the basis of the saddle-ride type vehicle integrated composite data may include the first turning vehicle attitude data instead of the first turning rider attitude data. The data that is the basis of the saddle-ride type vehicle integrated composite data may not include the first rider identification data. In the present invention, the rider identification data acquisition process may be omitted. In the present invention, the saddle-ride type vehicle traveling integrated data generation process may be omitted.

1, 101, 201, 301 Saddle-type vehicle travel

data processing device

2, 102, 302

Processor

3, 103, 303

Storage unit

4, 5, 305 Output target 7 Guide unit 7b Approach turning guide unit 7c Approach guide unit 7d Turning guide Part 10 Saddle-

type vehicle

110, 210, 310 Motorcycle (saddle-type vehicle)
61 Engine control processor (output target)
62 Brake control processor (output target)
205 external storage device (output target)
308 Imaging device 510 Four-wheel buggy (saddle-type vehicle)
610 Water motorcycle (saddle-type vehicle)
710, 810 Snowmobile (saddle-type vehicle)
Dc1, D1c1, D3c1 First straddle type vehicle traveling composite data DTb1 First approach turning trajectory data DAb1 First approach turning forward acceleration data DLb1 First approach turning left / right acceleration data D1V1, D3V1 First turning vehicle attitude data D1R1, D3R1 First turn rider attitude data DI1 First rider identification data D1c2, D3c2 Second saddle riding type vehicle composite data DTb2 Second approach turn trajectory data DAb2 Second approach turn front acceleration data DLb2 Second approach turn left / right acceleration data D1V2 Second turning vehicle attitude data D1R2 Second turning rider attitude data DI2 Second rider identification data D1u, D3u Saddle-type vehicle traveling integrated data D1ud, D3ud Different rider saddle-type vehicle integrated data D1us, D3us Same rider saddle ride type vehicle running integral composite data _{_{Ta1, T 2 a1, T 3}} a1, T 4 a1 annular trajectory (first annular trajectory)
Tb1 First approach turning locus Za Annular area (first annular area)
Z ₂ a 2nd annular area Z ₃ a 3rd annular area Z ₄ a 4th annular area Zb Approach turning area Zc Approach area Zd 1st turning area Ze, Z ₂ e, Z ₃ e, Z ₄ e 2nd linear area Zf, Z ₂ f, Z ₃ f, Z ₄ f 2nd turning area Z ₂ g, Z ₃ g, Z ₄ g 3rd linear area Z ₂ h, Z ₃ h, Z ₄ h 3rd turning area Z ₂ i , Z ₃ i, Z ₄ i 4th linear area Z ₂ j, Z ₃ j, Z ₄ j 4th turning area Z ₂ k, Z ₃ k 5th linear area Z ₂ l, Z ₃ l 5th turning area Z ₂ m, Z ₃ m 6th linear area Z ₂ n, Z ₃ n 6th turning area Z ₃ o 7th linear area Z ₃ p 7th turning area R Rider

Claims

A data recording device that accumulates data related to a saddle riding type vehicle that is running, or a vehicle control device that controls the saddle riding type vehicle based on data related to the saddle riding type vehicle that is running A saddle riding type vehicle travel data processing device for processing data related to the saddle riding type vehicle in,
(A) (a1) An approach area between a first straight line greater than 0 m and 65 m or less and a second straight line parallel to the first straight line and separated from the first straight line by 2 m, and an end of the first straight line. A first arc having a central angle of 90 ° or more and 270 ° or less and a radius of 2 m or more and 10 m or less, connected to an end of the second straight line, concentric with the first arc, and A travel locus of the straddle-type vehicle in an approach turning area including a first turning area between a second arc located radially outside the arc and entering the first turning area from the approach area. As described above, the first approach turning locus data relating to the first approach turning locus, which is the running locus of the straddle-type vehicle when continuously running over the entire approach turning region, and (a2) the first Saddle riding type vehicle running data acquisition processing for obtaining first approach turning front direction acceleration data related to acceleration in the vehicle front direction of the saddle type vehicle when traveling on an approach turning locus,
(B) Based on the first approach turning trajectory data and the first approach turning front direction acceleration data, the vehicle front of the saddle-ride type vehicle when traveling on the first approach turning trajectory and the first approach turning trajectory Saddle-ride type vehicle travel composite data generation processing for generating first saddle-ride type vehicle travel composite data associated with directional acceleration,
(C) a saddle-type vehicle traveling composite data storage process in which the first saddle-type vehicle traveling composite data generated by the saddle-type vehicle traveling composite data generation process is stored in a storage unit;
(D) Saddle-type vehicle travel composite data output processing in which the first saddle-type vehicle travel composite data stored by the saddle-ride type vehicle travel composite data storage processing is output to an output target.
A straddle-type vehicle travel data processing device, characterized in that it has a processor configured or programmed to execute the.
In the saddle riding type vehicle travel data acquisition process,
(A3) A traveling locus of the straddle-type vehicle when traveling continuously for at least one round in an annular region including the approach turning region, which is related to a first annular locus including the first approach turning locus. A first annular trajectory data, and (a4) first acceleration turning forward direction acceleration data, which is related to the vehicle forward acceleration of the saddle type vehicle when traveling on the first annular trajectory. Annular forward acceleration data is acquired,
In the saddle riding type vehicle traveling composite data generation process,
Based on the first annular trajectory data and the first annular forward acceleration data, the first annular trajectory and the vehicle forward acceleration of the saddle riding type vehicle when traveling on the first annular trajectory are associated with each other. The straddle-type vehicle travel data processing device according to claim 1, wherein the first saddle-ride type vehicle travel composite data is generated.
When the traveling direction of the straddle-type vehicle on the first annular locus is the forward direction,
The first circular locus is
The straddle-type vehicle travel data processing device according to claim 2, wherein the saddle-ride type vehicle travel data processing device is connected to a rear end of the first approach turning locus, and includes a running locus in a turning direction different from the first approach turning locus. ..
When the traveling direction of the straddle-type vehicle on the first annular locus is the forward direction,
The first circular locus is
Straddle-type vehicle travel data according to claim 2, further comprising a travel locus that is connected to a rear end of the first approach turning locus and has a turning direction that is the same as that of the first approach turning locus. Processing equipment.
In the first annular region, the distance between the inner peripheral edge and the outer peripheral edge is 2 m,
When the direction in which the straddle-type vehicle travels in the first annular region is the front direction,
The annular region is
(I) In addition to the approach turning area,
A linear second linear region connected to the front end of the first turning region;
A first annular region including an arcuate second turning region connected to a front end of the second linear region and a rear end of the approach region, or
(Ii) In addition to the approach turning area,
A linear second linear region connected to the front end of the first turning region and shorter than the approach region;
The curved second swirl region connected to the front end of the second straight region, wherein the swirl direction of the second swirl region in the first annular trajectory is different from the swirl direction of the approach swirl region. Area and
In a linear third linear region connected to the front end of the second turning region,
The curved third turning region connected to the front end of the third linear region, wherein the turning direction of the third turning region in the first annular locus is the same as the turning direction of the second turning region. A third turning area,
A linear fourth linear region connected to the front end of the third turning region;
A fourth curved turning region connected to the front end of the fourth straight region, wherein the turning direction of the fourth turning region in the first annular locus is different from the turning direction of the third turning region. Swirl area,
A linear fifth linear region that is connected to the front end of the fourth turning region and is longer than the fourth linear region;
The curved fifth turning region connected to the front end of the fifth linear region, wherein the turning direction of the fifth turning region in the first annular locus is the same as the turning direction of the fourth turning region. A fifth turning area,
A linear sixth linear region that is connected to the front end of the fifth turning region and is longer than the third linear region;
A curved sixth turning region connected to a front end of the sixth straight region and a rear end of the approach region, wherein a turning direction of the sixth turning region in the first annular locus is the fifth turning region. A second annular region including the sixth turning region which is the same as the turning direction, or
(Iii) In addition to the approach turning area,
A linear second linear region connected to the front end of the first turning region and shorter than the approach region;
The curved second swirl region connected to the front end of the second straight region, wherein the swirl direction of the second swirl region in the first annular trajectory is different from the swirl direction of the approach swirl region. Area and
A linear third linear region connected to the front end of the second turning region,
The curved third turning region connected to the front end of the third straight region, wherein the turning direction of the third turning region in the first annular locus is different from the turning direction of the second turning region. Swirl area,
A linear fourth linear region connected to the front end of the third turning region;
A fourth curved turning region connected to the front end of the fourth straight region, wherein the turning direction of the fourth turning region in the first annular locus is different from the turning direction of the third turning region. Swirl area,
A linear fifth linear region connected to the front end of the fourth turning region,
The curved fifth turning region connected to the front end of the fifth linear region, wherein the turning direction of the fifth turning region in the first annular locus is different from the turning direction of the fourth turning region. Swirl area,
A linear sixth linear region which is connected to the front end of the fifth turning region and is longer than the second to fifth linear regions;
In the curved sixth turning region connected to the front end of the sixth straight region, the turning direction of the sixth turning region in the first annular locus is the same as the turning direction of the fifth turning region. A sixth turning area,
A linear seventh linear region connected to the front end of the sixth turning region,
A curved seventh turning region connected to a front end of the seventh straight region and a rear end of the approach region, wherein a turning direction of the seventh turning region in the first annular locus is the sixth turning region. And a seventh turning area that is the same as the turning direction,
The shape of the area surrounded by the annular locus is an E-shaped third annular area, or
(Iv) In addition to the approach turning area,
A linear second linear region connected to the front end of the first turning region;
The curved second turning region connected to the front end of the second straight region, wherein the turning direction of the second turning region in the first annular locus is different from the turning direction of the approach turning region. Area and
A linear third linear region connected to the front end of the second turning region,
The curved third turning region connected to the front end of the third straight region, wherein the turning direction of the third turning region in the first annular locus is different from the turning direction of the second turning region. Swirl area,
A linear fourth linear region connected to the front end of the third turning region;
A curved fourth turning region connected to the front end of the fourth straight region and the rear end of the approach region, wherein the turning direction of the fourth turning region in the first annular locus is the third turning region. The straddle-type vehicle travel data processing device according to claim 2, wherein the saddle-type vehicle travel data processing device is a fourth annular region including the fourth turning region different from a turning direction.
In the saddle riding type vehicle travel data acquisition process,
First approach turning left / right acceleration data relating to vehicle left / right acceleration of the straddle-type vehicle when traveling on the first approach turning trajectory is acquired;
In the saddle riding type vehicle traveling composite data generation process,
The first saddle riding type vehicle traveling composite data is based on the first approach turning locus data, the first approach turning front direction acceleration data, and the first approach turning left / right direction acceleration data, and the first approach turning locus. And associating the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning trajectory and the acceleration in the vehicle left and right direction of the saddle riding type vehicle when traveling on the first approach turning trajectory. The straddle-type vehicle traveling data processing device according to any one of claims 1 to 5, wherein the straddle-type vehicle traveling data processing device is generated.
The processor is
Configured or programmed to further perform a rider identification data acquisition process for obtaining first rider identification data for identifying a rider riding the saddle riding type vehicle when traveling on the first approach turning locus. Cage,
In the saddle riding type vehicle traveling composite data generation process,
The first straddle-type vehicle traveling composite data is based on the first approach turning locus data, the first approach turning front direction acceleration data, and the first rider identification data, and the first approach turning locus, The acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus and the rider riding on the saddle riding type vehicle when traveling on the first approach turning locus are generated in association with each other. The straddle-type vehicle traveling data processing device according to any one of claims 1 to 6, characterized in that:
In the saddle riding type vehicle travel data acquisition process,
When a saddle riding type vehicle that is the same as or different from the saddle riding type vehicle that has traveled on the approach turning locus travels continuously over the entire approach turning area so as to enter the first turning area from the approach area. Second approach turning locus data relating to a second approach turning locus, which is a running locus of the vehicle, and a second approach relating to vehicle forward acceleration of the saddle-ride type vehicle when the vehicle travels on the second approach turning locus. Pre-turn acceleration data is acquired,
In the saddle riding type vehicle traveling composite data generation process,
Based on the second approach turning locus data and the second approach turning front direction acceleration data, the acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the second approach turning locus and the second approach turning locus The second straddle-type vehicle traveling composite data associated with
In the saddle riding type vehicle traveling composite data storage processing,
The saddle according to any one of claims 1 to 7, wherein the second saddle riding type vehicle traveling composite data generated by the saddle riding type vehicle traveling composite data generation processing is stored in a storage unit. Ride-type vehicle traveling data processing device.
The processor is
The first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data stored in the storage unit in the saddle riding type vehicle traveling composite data storage processing are associated with each other to make the saddle riding type vehicle traveling integrated composite. A saddle-type vehicle traveling integrated composite data generation process, in which data is generated, is configured or programmed to further execute,
In the first straddle-type vehicle traveling composite data output process,
9. The saddle-ride type vehicle traveling data processing according to claim 8, wherein the saddle-ride type vehicle traveling integrated data generated by the saddle-type vehicle traveling integrated data generation processing is output to the output target. apparatus.
The processor is
First rider identification data for identifying a rider who rides on the saddle-ride type vehicle when traveling on the first approach turning trajectory, and riding on the saddle-ride type vehicle when traveling on the second approach turning trajectory. Configured or programmed to further perform a rider identification data acquisition process, wherein second rider identification data identifying a rider is acquired,
In the saddle riding type vehicle traveling composite data generation process,
The first straddle-type vehicle traveling composite data is based on the first approach turning locus data, the first approach turning front direction acceleration data, and the first rider identification data, and the first approach turning locus, The acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus and the rider riding on the saddle riding type vehicle when traveling on the first approach turning locus are generated in association with each other. ,
The second saddle riding type vehicle travel composite data is based on the second approach turning locus data, the second approach turning front direction acceleration data and the second rider identification data, and the second approach turning locus, The acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the second approach turning trajectory and the rider riding on the saddle riding type vehicle when traveling on the second approach turning trajectory are generated in association with each other. ,
In the saddle-ride type vehicle traveling integrated compound data generation process,
When the first rider identification data and the second rider identification data are the same, the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data are associated with each other and the same rider straddling type vehicle traveling is performed. Integrated compound data is generated,
In the saddle riding type vehicle traveling composite data output process,
The straddle-type vehicle travel according to claim 9, wherein the same rider-saddle-type vehicle travel-integrated composite data generated by the saddle-ride type vehicle travel-integrated composite data generation processing is output to the output target. Data processing device.
The processor is
First rider identification data for identifying a rider who rides on the saddle-ride type vehicle when traveling on the first approach turning trajectory, and riding on the saddle-ride type vehicle when traveling on the second approach turning trajectory. Configured or programmed to further perform a rider identification data acquisition process, wherein second rider identification data identifying a rider is acquired,
In the saddle riding type vehicle traveling composite data generation process,
The first straddle-type vehicle traveling composite data is based on the first approach turning locus data, the first approach turning front direction acceleration data, and the first rider identification data, and the first approach turning locus, The acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus and the rider riding on the saddle riding type vehicle when traveling on the first approach turning locus are generated in association with each other. ,
The second saddle riding type vehicle travel composite data is based on the second approach turning locus data, the second approach turning front direction acceleration data and the second rider identification data, and the second approach turning locus, The acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the second approach turning trajectory and the rider riding on the saddle riding type vehicle when traveling on the second approach turning trajectory are generated in association with each other. ,
In the saddle-ride type vehicle traveling integrated compound data generation process,
When the first rider identification data and the second rider identification data are different, the first saddle riding type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data are associated with each other to be different rider saddle riding type vehicle traveling. Integrated compound data is generated,
In the saddle riding type vehicle traveling composite data output process,
The straddle-type vehicle traveling according to claim 9, wherein the different rider-saddle-type vehicle traveling integral complex data generated by the saddle-riding type vehicle traveling integral complex-data generation processing is output to the output target. Data processing device.
In the saddle-ride type vehicle traveling integrated compound data generation process,
12. The saddle riding type vehicle traveling integrated data is generated by the difference between the first straddle type vehicle traveling composite data and the second saddle riding type vehicle traveling composite data. The straddle-type vehicle travel data processing device according to any one of claims.
At least one of the first approach turning trajectory data and the first approach turning forward acceleration data is data generated by using GNSS (Global Navigation Satellite System / Global Positioning Satellite System), The straddle-type vehicle travel data processing device according to any one of claims 1 to 12.
In the saddle riding type vehicle traveling composite data generation process,
The first straddle-type vehicle traveling composite data is generated so as to include image data based on the first approach turning trajectory data and the first approach turning front direction acceleration data. 13. The straddle-type vehicle travel data processing device according to any one of 13 above.
In the saddle riding type vehicle traveling composite data generation process,
7. The first saddle riding type vehicle traveling composite data is generated so as to include image data based on the first approach turning trajectory data and the first approach turning left / right acceleration data. The straddle-type vehicle traveling data processing device described.
In the saddle riding type vehicle traveling composite data generation process,
The first straddle-type vehicle traveling composite data is a vehicle front-direction acceleration of the straddle-type vehicle generated based on the first approach turn front direction acceleration data and the first approach turn left and right direction acceleration data. 7. The straddle-type vehicle travel data processing device according to claim 6, wherein the vertical axis includes image data of a graph in which the lateral acceleration of the straddle-type vehicle is a horizontal axis.
The first approach turning trajectory is a first approach trajectory that is a traveling trajectory of the saddle riding type vehicle when traveling in the approach area, and a traveling trajectory of the saddle riding type vehicle when traveling in the first turning area. And a first turning locus that is
In the saddle riding type vehicle travel data acquisition process,
First turning vehicle attitude data relating to the attitude of the saddle riding type vehicle when traveling on the first turning locus,
The first turning rider posture data relating to the posture of the rider riding the saddle riding type vehicle when traveling on the first turning locus,
In the saddle riding type vehicle traveling composite data generation process,
The first saddle riding type vehicle traveling composite data is based on the first approach turning locus data, the first approach turning front direction acceleration data, the first turning vehicle attitude data and the first turning rider attitude data. A first approach turning locus, an acceleration in the vehicle front direction of the saddle riding type vehicle when traveling on the first approach turning locus, a posture of the saddle riding type vehicle when running on the first turning locus, and The straddle-type vehicle traveling according to any one of claims 1 to 16, wherein the saddle-type vehicle traveling is generated in association with a posture of the rider who rides on the straddle-type vehicle when traveling on the first turning locus. Data processing device.
The first approach turning trajectory is an environment in which at least one approach turning guide unit is provided to guide the traveling direction of the saddle type vehicle so that the saddle type vehicle travels in the approach turning area. The straddle-type vehicle traveling data processing device according to any one of claims 1 to 17, wherein the traveling locus is a traveling locus when traveling on a vehicle.
The first approach turning locus includes a first approach locus which is a running locus of the saddle type vehicle when traveling in the approach area,
The approach turning guide portion includes at least two approach guide portions for guiding the traveling direction of the saddle riding type vehicle so that the saddle riding type vehicle travels in the approach area.
19. The saddle according to claim 18, wherein the first approach trajectory is a traveling trajectory when the saddle riding type vehicle travels in the approach area while passing between the two approach guide portions. Ride-type vehicle traveling data processing device.
The first approach turning locus includes a first turning locus that is a running locus of the straddle-type vehicle when traveling in the first turning region,
The approach turning guide part includes at least one turning guide part for guiding the traveling direction of the saddle riding type vehicle so that the saddle riding type vehicle travels in the first turning region.
The first turning locus is a running locus when the straddle-type vehicle travels in the first turning region while passing between the turning guide portion and the second arc. 20. The saddle riding type vehicle traveling data processing device according to item 18 or 19.
The straddle-type vehicle travel data processing device according to any one of claims 18 to 20, wherein the approach turning guide unit is configured to limit a traveling direction of the straddle-type vehicle. ..
The saddle type vehicle is capable of traveling on the ground,
22. The straddle-type vehicle travel data processing device according to claim 21, wherein the at least one approach turning guide unit is arranged on the ground such that an installation location can be freely changed.
A data recording device that accumulates data related to a straddle-type vehicle that is running, or a vehicle control device that controls the saddle-ride type vehicle based on data related to the straddle-type vehicle that is running A saddle riding type vehicle running data processing method for processing data related to the running saddle riding type vehicle in a saddle riding type vehicle running data processing device for processing data related to the saddle riding type vehicle ,
(A) (a1) An approach area between a first straight line greater than 0 m and 65 m or less and a second straight line parallel to the first straight line and separated from the first straight line by 2 m, and an end of the first straight line. A first arc having a central angle of 90 ° or more and 270 ° or less and a radius of 2 m or more and 10 m or less, connected to an end of the second straight line, concentric with the first arc, and A travel locus of the straddle-type vehicle in an approach turning area including a first turning area between a second arc located radially outside the arc and entering the first turning area from the approach area. As described above, the first approach turning locus data relating to the first approach turning locus, which is the running locus of the straddle-type vehicle when continuously running over the entire approach turning region, and (a2) the first Saddle riding type vehicle running data acquisition processing for obtaining first approach turning front direction acceleration data related to acceleration in the vehicle front direction of the saddle type vehicle when traveling on an approach turning locus,
(B) Based on the first approach turning trajectory data and the first approach turning front direction acceleration data, the vehicle front of the saddle-ride type vehicle when traveling on the first approach turning trajectory and the first approach turning trajectory Saddle-ride type vehicle travel composite data generation processing for generating first saddle-ride type vehicle travel composite data associated with directional acceleration,
(C) Saddle-type vehicle travel composite data storage processing in which the first saddle-ride type vehicle travel composite data generated by the saddle-ride type vehicle travel composite data generation processing is stored in a storage unit,
(D) Saddle-type vehicle traveling composite data output processing in which the first saddle-type vehicle traveling composite data stored by the saddle-type vehicle traveling composite data storage processing is output to an output target.
A method for processing saddle riding type vehicle travel data, comprising: