WO2018122887A1 - Saddled riding vehicle, vehicle external force information storage system, and method for storing external-force-related information - Google Patents

Abstract

An automatic two-wheeled vehicle (1) comprises a computation processor (50) and a communicator (60). The computation processor (50) acquires external force information indicating external force exerted on the automatic two-wheeled vehicle (1) from the exterior during travel. The communicator (60) wirelessly transmits the external force information acquired by the computation processor (50) to a receiver (71) of a rider terminal device (7) configured independently from the automatic two-wheeled vehicle (1).

Description

Saddle-type vehicle, vehicle external force information storage system, and external force related information storage method

The present invention mainly relates to a straddle-type vehicle that is operated by a driver across a seat.

Patent Document 1 describes that measurement data relating to vehicle behavior is transmitted from a sensor provided in a motorcycle to a server via a driver terminal. The server transmits advertisement information to the motorcycle driver based on the detection result.

Japanese Unexamined Patent Publication No. 2016-95572

However, in the system of Patent Document 1, there are cases where the driver's use of the vehicle cannot be fully grasped.

The present invention has been made in view of the above circumstances, and a main object of the present invention is to provide a configuration capable of estimating the usage state of the saddle riding type vehicle with higher accuracy.

The problems to be solved by the present invention are as described above. Next, means for solving the problems and the effects thereof will be described.

According to the first aspect of the present invention, a straddle-type vehicle having the following configuration is provided. That is, this straddle-type vehicle includes an acquisition unit and a transmission unit. The acquisition unit acquires external force information indicating an external force applied to the straddle-type vehicle from the outside during traveling. The transmission unit wirelessly transmits the external force information acquired by the acquisition unit toward a reception unit configured independently of the saddle riding type vehicle.

Thereby, the external force applied to the saddle riding type vehicle during traveling can be obtained from the information transmitted to the receiving unit. As a result, external force information can be grasped as information that affects the vehicle behavior, and the usage of the saddle riding type vehicle can be estimated with higher accuracy by collecting and analyzing the external force information during traveling. Furthermore, since the transmission unit wirelessly transmits external force information, transmission during traveling is easier than in the case of wired transmission, and the frequency with which external force information is transmitted can be increased. Therefore, since a lot of external force information can be collected, it is possible to accurately estimate the use condition of the saddle riding type vehicle or the vehicle behavior.

According to the second aspect of the present invention, a vehicle external force information storage system having the following configuration is provided. That is, the vehicle external force information storage system includes a communication device, a receiving unit, and a storage unit. The communication device includes a passenger-giving external force information indicating an external force applied to the saddle riding type vehicle from a passenger during traveling, a road surface-applying external force information indicating an external force applied from the road surface to the road surface ground portion during traveling, Are sent in synchronization. The receiving unit is configured independently of the saddle riding type vehicle, and receives the passenger-applied external force information and the road surface-applied external force information transmitted by the communication device. The said memory | storage part memorize | stores the said passenger | crew provision external force information and the said road surface provision external force information which the said receiving part received.

This makes it possible to grasp two external forces that have a large influence on the vehicle body, that is, the external force applied to the straddle-type vehicle by the passenger and the external force applied to the straddle-type vehicle from the road surface. Therefore, the usage condition of the saddle riding type vehicle can be estimated with higher accuracy.

According to the third aspect of the present invention, the following external force related information storage method is provided. That is, the external force related information storage method includes a transmission step, a reception step, and a storage step. In the transmission step, external force applied to the straddle-type vehicle from outside during traveling, or external force-related information indicating information necessary for calculating the external force is transmitted from the straddle-type vehicle. In the receiving step, the external force related information transmitted in the transmitting step is received by a receiving unit configured independently of the saddle riding type vehicle. In the storing step, the external force related information received in the receiving step is stored.

According to the present invention, it is possible to realize a configuration capable of estimating the usage of the saddle riding type vehicle with higher accuracy.

The block diagram which shows the structure of the vehicle external force information storage system which concerns on one Embodiment of this invention. The side view of a motorcycle. The block diagram of the motorcycle which shows the structure for transmitting vehicle information. The figure which shows vehicle information. The flowchart which shows the outline | summary of the process which a vehicle information storage system performs. The flowchart which shows the process which an arithmetic processing unit performs in order to transmit vehicle information. The flowchart which shows the process which a passenger terminal device performs in order to transmit vehicle information. The block diagram which shows the structure of the vehicle external force information storage system which concerns on a modification.

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

The vehicle information storage system 100 is a system for collecting and utilizing vehicle information that is information related to the motorcycle 1. The vehicle information storage system 100 includes a motorcycle 1 that is a straddle-type vehicle, a passenger terminal device 7, and a vehicle information storage device 8. In FIG. 1, only one motorcycle 1 and one passenger terminal device 7 are shown, but actually, vehicle information obtained by a plurality of motorcycles 1 is collected in the vehicle information storage device 8. .

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

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

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

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

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

The vehicle information storage device 8 is a device that accumulates vehicle information transmitted by the motorcycle 1. The vehicle information storage device 8 is a storage device that can be connected to the Internet, for example, a device such as a server. The vehicle information storage device 8 includes a public reception unit 81 and a storage unit 82. The public reception unit 81 receives the vehicle information transmitted by the public transmission unit 72 by connecting to the Internet. The storage unit 82 stores the vehicle information received by the public reception unit 81. The storage unit 82 stores vehicle information in a database so that vehicle information that matches a predetermined condition can be extracted. In addition, the utilization method of vehicle information is mentioned later.

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

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

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

In addition, a headlamp 18 that irradiates light forward is disposed at the front end of the vehicle body 11. The headlamp 18 is configured to be switchable between a low beam and a high beam. A meter device 19 is disposed behind the headlamp 18. The meter device 19 displays a vehicle speed, an engine speed, and the like.

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

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

A front seat (driver seat) 23 for a driver to sit is disposed behind the fuel tank 21. The driver sits on the front seat 23 and places his / her feet on a pair of left and right front steps (driver steps) 24 disposed below the front seat 23. In the vicinity of the front step 24, a shift pedal (operator) for performing a shifting operation and a brake pedal (operator) for performing a brake operation are provided. The driver performs a driving operation across the front seat 23. The motorcycle 1 is a vehicle that can travel with the vehicle body 11 tilted when turning, and the direction of the vehicle body 11 changes when the driver applies an external force to change the direction of the steering handle 20. For example, when turning, the driver moves his / her weight toward the center of the corner to obtain a vehicle behavior suitable for turning, or moves the weight in the front / rear direction to obtain a vehicle behavior suitable for acceleration / deceleration running. Or get it.

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

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

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

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

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

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

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

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

Note that the arithmetic processor 50 may be an engine control device or a meter control device provided in the meter device 19. Moreover, you may be comprised from the some control apparatus.

The handle load sensor 32 detects a handle load applied by the driver to the steering handle 20. The front seat load sensor 33 detects a front seat load applied to the front seat 23 by the driver. The front step load sensor 34 detects a front step load applied to the front step 24 by the driver. Since the front step 24 is provided as a pair of left and right, the front step load sensor 34 is also provided as a pair of left and right.

The driver sits on the front seat 23, grasps the steering handle 20 with his hand, and puts his feet on the front step 24. Therefore, the weight of the driver is in principle applied to these three members. Therefore, by detecting the above three loads, it is possible to estimate how to apply the weight of the driver (load balance). In addition, the handle load sensor 32, the front seat load sensor 33, and the front step load sensor 34 may be configured to detect only the magnitude of the load, or further in the direction in which the load is applied (left-right direction, front-rear direction). The structure which detects may be sufficient, and the structure which further detects the position (left-right position, front-back position) where a load is applied may be sufficient. Thus, by detecting the direction in which the load is applied and the position in which the load is applied, the posture of the driver, the position of the center of gravity, and the like can be estimated. Further, by using the time change of the load, it is possible to estimate the change in the driver's posture and the like. Thereby, it is possible to estimate how an external force is applied by the driver's center of gravity during turning.

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

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

The tire force sensor 37 detects a tire force that is a force received from the road surface by at least one of the front wheel 13 and the rear wheel 14, which is a road surface contact portion. The tire force is the force in the front-rear direction (reaction force of driving force and braking force), the force in the left-right direction (friction force against skidding), the force upward in the vertical direction (vertical drag according to the load, unevenness of the road surface) And a force in the rotational direction (the rotation axis may be any of the front-rear direction, the left-right direction, and the up-down direction). The tire force sensor 37 may be configured to detect at least one of the plurality of forces described above. By using the tire force, the frictional force applied to the front wheel 13 and the rear wheel 14 during traveling can be estimated. In particular, by estimating the frictional force at the time of turning of the motorcycle 1, it is possible to determine how much the driver uses the frictional force of the front wheels 13 and the rear wheels 14 (how much allowance before slipping). Can be estimated. For example, by using the steering torque, the driver's load, and the tire force at the time of turning, it is possible to estimate what force the motorcycle 1 receives from the road surface by the force applied by the driver at the time of turning. .

The command information shown in FIG. 4 is information indicating the content commanded using the operation element provided in the motorcycle 1. The command information is classified into driving command information and driving assistance command information. The driving command information is command information regarding steering and traveling of the motorcycle 1. The driving assistance command information is command information other than the driving command information. Further, at least a part of the operation command information is detected by the operation command sensor 38 shown in FIG. At least a part of the driving assistance command information is detected by the driving assistance command sensor 39 shown in FIG. Specific configurations of the driving command sensor 38 and the driving assistance command sensor 39 will be described below.

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

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

As shown in FIG. 4, the driving assistance command information includes the operation status of lighting parts and the like. The operation status of the lighting component includes, for example, whether the headlamp 18 is high beam or low beam, a lighting status indicating whether the direction indicator is lit, a lighting status indicating whether the hazard lamp is lit, or the like. The operation status of the lighting component can be detected by a sensor that detects the operation status of a switch or the like operated by the driver. The traveling environment of the motorcycle 1 can be estimated by using the operation status of the lighting parts.

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

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

The engine rotation speed is the rotation speed of the crankshaft of the engine 22 and is detected by a rotation sensor or the like attached to the engine 22 or the like. The engine control state is information indicating whether or not various engine controls are executed. As engine control, for example, traction control for preventing idling of the driving wheel (rear wheel 14), ABS (anti-lock brake system) for preventing locking of the front wheel 13 or the rear wheel 14, and the front wheel 13 floating from the road surface. There is wheelie prevention control to prevent. The engine control state can be obtained based on the operation status of the arithmetic processor 50. Since the engine 22 is a basic member that drives the motorcycle 1, the engine information is important in estimating the behavior of the motorcycle 1.

As shown in FIG. 4, the vehicle body operation information includes vehicle speed, acceleration / deceleration, bank angle, pitch angle, fuel remaining amount, abnormality occurrence status, suspension expansion / contraction amount, and other actuator operations. At least a part of the vehicle body motion information to be detected is detected by a vehicle body motion information sensor 41 shown in FIG. The vehicle speed is the traveling speed of the motorcycle 1. The vehicle speed is detected by a vehicle speed sensor provided on the rear wheel 14 or the like. The acceleration / deceleration is the acceleration and deceleration of the motorcycle 1. The bank angle is an inclination angle of the vehicle body 11 with the front-rear direction as the rotation axis. The pitch angle is an inclination angle of the vehicle body 11 with the left-right direction as a rotation axis. The acceleration / deceleration, bank angle, and pitch angle are detected by an acceleration sensor or the like. The remaining amount of fuel is the remaining amount of fuel stored in the fuel tank 21. The remaining fuel amount is detected by a remaining fuel sensor provided in the fuel tank 21. The abnormality occurrence status is whether or not an abnormality has occurred in each part of the motorcycle 1. The abnormality occurrence state is detected by an abnormality detection sensor provided in each part of the motorcycle 1. The suspension expansion / contraction amount is the expansion / contraction amount of the suspension (front suspension, rear suspension) provided in the motorcycle 1. The suspension expansion / contraction amount is detected by a stroke sensor or the like provided in the suspension.

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

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

By using the traveling position, it is possible to grasp in what area the motorcycle 1 is traveling. Further, the road surface friction coefficient and the road surface gradient affect the behavior of the motorcycle 1. In particular, since the motorcycle 1 is lighter than the four-wheeled vehicle, the influence of the road surface friction coefficient is larger than that of the four-wheeled vehicle, and the influence of the road surface gradient and the road surface unevenness on the pitching of the vehicle body is also large. In addition, the type of road, temperature, weather, traffic congestion, and time zone may affect the steering of the driver.

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

By including the driver ID in the vehicle information, the steering tendency for each driver can be estimated. Further, by including the vehicle ID in the vehicle information, it is possible to estimate the steering tendency for each vehicle type and for each motorcycle 1.

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

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

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

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

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

Next, the processor 50 determines whether or not it is the transmission timing of the vehicle information (S203). The transmission timing of the vehicle information may be set in advance and may be transmitted at regular time intervals, may be determined according to the data amount of the vehicle information stored in the arithmetic processing unit 50, and there is an instruction from the passenger. It may be sent when Further, the vehicle information may be transmitted while the motorcycle 1 is traveling, or the vehicle information may be transmitted while the motorcycle 1 is stopped. The vehicle information transmitted during the stop is preferably information (identification information or the like) that does not change before and after traveling. When it is determined that the transmission timing of the vehicle information is determined, the arithmetic processor 50 determines whether or not communication with the passenger terminal device 7 is possible (S204).

If the processor 50 determines that communication with the passenger terminal device 7 is possible, the processor 50 transmits vehicle information to the passenger terminal device 7 using the communication device 60 (S205). If it is determined that communication with the passenger terminal device 7 is not possible, the arithmetic processor 50 returns to the process of step S201 without transmitting the vehicle information, for example. And the arithmetic processing unit 50 performs the process of step S204 again, and when it determines with communicable terminal device 7 being communicable, it transmits vehicle information to the passenger terminal device 7 using the communication device 60 (S205).

Thereafter, the processor 50 transmits vehicle information each time vehicle information is transmitted. The arithmetic processor 50 deletes the stored vehicle information. The timing of deletion is, for example, immediately after transmission to the passenger terminal device 7, after a certain period, or after the storage capacity of the arithmetic processing unit 50 is reduced. As described above, since the motorcycle 1 can perform wireless communication to frequently transmit vehicle information, the storage capacity of the arithmetic processing unit 50 can be suppressed.

Also, the transmission frequency may be different for each type of vehicle information. For example, vehicle information with a small change during travel may be transmitted at a lower frequency than vehicle information with a large change during travel. For example, environmental information and driving mode are set as vehicle information with small changes during driving, and external force information, driving command information, and vehicle body operation information are set as vehicle information with large changes during driving, for example. . Further, in the turning state and the acceleration / deceleration state, the vehicle information transmission frequency having a large change during traveling may be increased as compared with the straight traveling state and the constant speed state. Further, in the turning state, the types of vehicle information to be transmitted may be increased or the transmission frequency may be increased as compared with the non-turning state. As a result, it is possible to accurately perform estimation in a turning state in which the driver's usage is likely to change. Further, when the vehicle speed exceeds a predetermined speed, the types of vehicle information to be transmitted may be increased or the transmission frequency may be increased. For example, when entering an intersection or slowing down, reducing the type of vehicle information to be transmitted or reducing the frequency of transmission can reduce the amount of vehicle information transmitted and improve convenience. it can. Further, when the speed is higher than a predetermined speed, the types of vehicle information to be transmitted may be increased or the transmission frequency may be increased. This makes it possible to accurately estimate the usage of the driver in a speed range where there is a high possibility of affecting the driver's feeling. As described above, when predetermined conditions are satisfied, the types of vehicle information to be transmitted may be increased or the transmission frequency may be increased. Moreover, you may change the kind or transmission frequency of the vehicle information communicated by a driver | operator's operation. The transmission frequency may be further changed while changing the type of vehicle information.

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

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

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

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

In step S303, the transmission frequency of the vehicle information may be varied according to the strength of radio waves on the public communication line. For example, when the radio wave of the public communication line is stronger than a predetermined threshold, the vehicle information can be efficiently transmitted by increasing the vehicle information transmission frequency.

As in this embodiment, the vehicle information is transmitted to the vehicle information storage device 8 using the passenger terminal device 7 owned by the passenger, thereby providing a communication function for using the public communication line on the motorcycle 1 side. There is no need to provide it. In other words, since the passenger terminal device 7 relays the communication device 60 and the vehicle information storage device 8, the communication distance required for the communication device 60 mounted on the motorcycle 1 can be reduced. Thereby, the cost of the motorcycle 1 can be reduced. In addition, since the passenger terminal device 7, which is a general-purpose device, executes a predetermined body information storage program, a dedicated terminal device can be omitted, and can be added to various vehicles, or the cost can be reduced. You can do it.

In addition, when the communication device 60 wirelessly transmits the vehicle information, the vehicle information can be transmitted without requiring a physical connection (wired connection). As a result, vehicle information can be transmitted more frequently than a physical connection. For example, vehicle information can be transmitted even while traveling. Thus, by frequently transmitting vehicle information, the vehicle information after transmission can be frequently deleted. As a result, the storage capacity of the storage device provided in the motorcycle 1 can be reduced as compared with the case where vehicle information is accumulated over a long period of time until physical connection. In addition, by transmitting vehicle information by wireless transmission, an operation for transmitting information by a driver or a mechanic can be eliminated, and convenience can be improved.

Further, by collecting the vehicle information (especially external force information) in the vehicle information storage device 8 provided outside the vehicle, the external force obtained by various drivers and vehicle types can be obtained as compared with the case where a storage device is provided for each motorcycle. It becomes easy to collect information.

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

As described above, by accumulating vehicle information including external force information in the vehicle information storage device 8, the external force (steering torque, passenger load) and driving command (steering angle) applied to the motorcycle during driving by the driver. It is possible to estimate how the driver is using the motorcycle (how the vehicle is steered) based on the accelerator opening and the like. In particular, by using external force information, it is possible to estimate how the external force is given to the motorcycle (the tendency to ride, the habit of the driver, and the preference) from the information that cannot be obtained from the driving command and vehicle behavior information. can do. Further, it is possible to estimate a situation in which the driver has changed the external force based on other vehicle information stored in synchronization. Thereby, the improvement plan of the steering method (for example, the timing and magnitude | size which changes external force) can be provided with respect to a driver | operator. In addition, we propose motorcycle settings that match the driver's usage, propose parts that match the driver's usage, or purchase a motorcycle that matches the driver when purchasing another motorcycle. Or make suggestions.

Also, since the behavior of the motorcycle changes due to the influence of the external force applied to the motorcycle, it is easy to estimate the tendency of the correlation between the external force actually applied to the motorcycle and the behavior of the motorcycle. For example, when the actual vehicle behavior deviates from the correlation from the correlation between the obtained external force information and the vehicle behavior information, it may be determined that the motorcycle is in an abnormal state. In this way, it is possible to perform a failure diagnosis of the motorcycle. In addition, it is possible to estimate an appropriate maintenance timing according to the motorcycle parts.

By using vehicle information obtained from a plurality of drivers, it is possible to grasp how to give one's external force compared to other drivers, for example, steering tendency. Further, by using vehicle information obtained from a plurality of drivers, it is possible to grasp how a motorcycle is used by many users. Therefore, a motorcycle manufacturer can develop a motorcycle according to the usage of the driver. Further, it is possible to obtain information on how the motorcycle behaves in accordance with the force given by the driver to the motorcycle and the content commanded using the operator. Therefore, by developing a motorcycle using this information, a motorcycle according to specifications or requirements can be developed. The above utilization example is an example, and utilization of the stored external force information for other purposes is also included in the utilization of the present invention.

Also, using the external force information in the vehicle information has the following advantages. That is, the external force information is one of the factors that cause the vehicle behavior of the motorcycle. For example, even if the vehicle behavior (result) is the same, it is possible to grasp whether the vehicle behavior is in a state where a large external force is applied or whether the vehicle behavior is in a state where no external force is applied. In this way, it is possible to estimate whether the vehicle behavior (result) is caused by an external force. Thereby, compared with the case where only a vehicle behavior is used, the change of the vehicle behavior resulting from external force can be estimated accurately.

Further, the external force information given by the driver can be grasped as information representing the driving intention, taste, and habit by the driver separately from the driving command by the operator. By acquiring the external force information as the driving intention, it is possible to estimate the driver's usage with higher accuracy than when only the vehicle behavior is acquired. By acquiring detailed information such as the magnitude, direction, and time change of the force as the external force information, the driver's driving intention can be further easily estimated.

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

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

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

In addition, by acquiring the driver's weight shift and the external force applied from the road surface in synchronization, it is easy to grasp whether or not the frictional force applied from the road surface has been exceeded. It is easy to grasp the vehicle behavior considering the skidding of the motorcycle.

In addition, by acquiring these external force information and driving environment information in synchronization, it is easy to grasp the correlation between the driving environment and information indicating the driving intention, taste, and habit as external force given by the driver. can do. As a result, the usage condition of the driver can be grasped with higher accuracy. For example, it can be estimated whether there is a tendency or a change in the driving intention according to the travel route, time zone, weather, and the like.

By acquiring the external force information and the identification information for identifying the driver in synchronization, it is possible to easily grasp information representing the driving intention, taste, and habit of each driver. As a result, the usage condition of the driver can be grasped with higher accuracy. In addition, by acquiring external force information and information for identifying motorcycles in synchronization, it is possible to obtain information on the external force applied by the driver for each vehicle type, and grasp information that represents the driving intention, taste, and habit of each vehicle type. Can be made easier.

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

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

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

According to the configuration of the present modification, since the passenger terminal device 7 is unnecessary, the work of connecting the motorcycle 1 and the passenger terminal device 7 is also unnecessary. Thereby, since a user's effort is reduced, the convenience can be improved.

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

Thereby, based on the information transmitted to the receiving unit 71, the external force applied to the motorcycle 1 during traveling can be obtained. Further, by collecting and analyzing the external force information during traveling, it is possible to estimate and utilize the usage condition of the motorcycle 1 and the correlation between the usage condition and the vehicle behavior. Furthermore, when the communication device 60 wirelessly transmits the external force information, transmission during traveling is easier and the frequency with which the external force information is transmitted can be increased as compared with the case of wired transmission. Therefore, since a lot of external force information can be aggregated, the usage condition of the motorcycle 1 can be accurately estimated.

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

Thereby, based on the information transmitted to the receiving unit 71, it is possible to obtain an external force (passenger imparted external force) applied to the motorcycle 1 by the passenger during traveling. Further, by collecting and analyzing the passenger-applied external force information while traveling, it is possible to estimate and use the usage condition as a way of applying the external force by the passenger.

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

Since the saddle type vehicle such as the motorcycle 1 turns with the vehicle body tilted, the force that the driver rotates the steering shaft has a great influence on the vehicle behavior, particularly the vehicle behavior during the turn. Therefore, by obtaining such force information, it is possible to estimate in detail how the motorcycle 1 is used during turning.

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

A straddle-type vehicle such as a motorcycle 1 is lighter and smaller than a four-wheel vehicle (the wheelbase of the front and rear wheels is short), so that a moving body including a passenger and a straddle-type vehicle according to the posture of the passenger Since the position of the center of gravity greatly changes, the posture of the passenger greatly affects the vehicle behavior. Further, not only the posture of the passenger but also the position or direction in which the weight is applied greatly affects the vehicle behavior. Therefore, by obtaining information on the force applied to the vehicle body 11 by the passenger's own weight, it is possible to estimate in detail how the motorcycle 1 is used.

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

Since the saddle riding type vehicle such as the motorcycle 1 is lighter and smaller than the four-wheeled vehicle, the external force applied from the road surface greatly affects the vehicle behavior. Therefore, the usage condition of the motorcycle 1 can be estimated in detail by obtaining information on the external force applied from the road surface.

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

Thus, by obtaining the command information synchronized with the external force information, it is possible to grasp the relationship between the command at the time of traveling and how the motorcycle 1 is used as an external force.

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

Thus, by obtaining the vehicle behavior information synchronized with the external force information, it is possible to grasp the relationship between the behavior of the motorcycle 1 and how the motorcycle 1 is used as an external force.

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

Thus, by obtaining environmental information synchronized with the external force information, it is possible to grasp the relationship between the driving environment and how the motorcycle 1 is used as an external force.

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

Thus, by obtaining identification information synchronized with the external force information, it is possible to grasp how the external force is applied to the motorcycle 1 for each vehicle type or driver.

Further, in the motorcycle 1 of the above-described embodiment, the passenger-applied external force information is information on at least one of the force about the steering shaft applied to the steering shaft and the force about the front-rear shaft applied to the vehicle body 11 by the attitude movement of the driver. Is included. In a straddle-type vehicle such as a motorcycle 1 that generally turns at a slant, the driver's force about the steering axis greatly affects vehicle behavior, particularly turning behavior. Therefore, by obtaining information on the force applied by the driver, it is possible to grasp the driver's use condition and vehicle behavior during turning.

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

The vehicle information described in the above embodiment is an example. If external force information is included, some vehicle information may be omitted, or other vehicle information may be further included. For example, information on the force with which the driver holds the fuel tank with his / her foot may be included as the passenger-added external force information. Further, the operation state of the electronically controlled suspension may be included as the vehicle body operation information. Specifically, the electronically controlled suspension changes the stiffness of the suspension (the amount of displacement with respect to the received force) based on other vehicle information. The suspension stiffness can be handled as vehicle body operation information.

Also, multiple types of vehicle information may be stored in combination (synchronized). For example, it is preferable that external force information and identification information are stored in combination, or external force information and vehicle body operation information (particularly bank angle, vehicle speed, acceleration / deceleration) are stored in combination. More preferably, the external force information, the vehicle body operation information (particularly the bank angle, the vehicle speed, the acceleration / deceleration), and the external force information are stored in combination. Further, it is preferable that the external force information, the identification information, and the operation command information (in particular, the accelerator opening and the brake operation amount) are stored in combination. More preferably, the external force information, the identification information, the operation command information (accelerator opening degree, brake operation amount), the engine speed, the gear position, and the clutch operation amount are stored in combination. Further, in addition to the above combination, it is more preferable that the position information is stored synchronously. It should be noted that the present invention also includes a case where information that has little influence on the state of use, for example, driving assistance command information, fuel remaining amount, and abnormality occurrence status is not stored.

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

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

For wireless communication between the motorcycle 1 and the passenger terminal device 7, RFID (Radio Frequency Identifier), wireless LAN (Wi-Fi, etc.) can be used. The motorcycle 1 and the passenger terminal device 7 may be connected by wire. In this case, for example, a connector that connects the arithmetic processing unit 50 and the passenger terminal device 7 with a predetermined cable is provided in a housing provided in the motorcycle 1. In this case, vehicle information is transmitted from the motorcycle 1 to the passenger terminal device 7 via the connector. Moreover, electric power may be supplied to the passenger terminal device 7 through this connector. In this case, a decrease in the charge amount of the battery of the passenger terminal device 7 can be suppressed.

The arithmetic processor 50 may be provided separately from the engine control device. In particular, when the arithmetic processor 50 is configured to be added to the existing motorcycle 1, a vehicle information transmission function can be easily added.

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

In the above-described embodiment, the passenger-given external force information and the road surface-applied external force information have been described as the external force information. However, other external force information may be transmitted. As other external force information, for example, there is external force information due to wind such as wind pressure (running resistance) received by the motorcycle 1 during travel.

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

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

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

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

The present invention is not limited to a motorcycle, but can be applied to a saddle-ride type vehicle (a vehicle on which a driver rides) that is a vehicle inclined when turning. Examples of the saddle riding type vehicle include an all-terrain vehicle (ATV, All Terrain Vehicle), a snowmobile, a water motorcycle (PWC, Personal Water Craft) and the like for traveling off-road. Therefore, the road surface contact portion is not limited to the wheels such as the front wheel 13 and the rear wheel 14, and may be a crawler, for example. Therefore, the road surface imparting external force information may be a force that the crawler receives from the road surface.

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

Claims (11)

An acquisition unit for acquiring external force information indicating external force applied to the saddle riding type vehicle from outside during traveling;
A transmission unit that wirelessly transmits the external force information acquired by the acquisition unit toward a reception unit configured independently of the saddle riding type vehicle;
A straddle-type vehicle comprising: A straddle-type vehicle according to claim 1,
The straddle-type vehicle characterized in that the external force information includes passenger-applied external force information indicating an external force applied from the rider to the vehicle body of the straddle-type vehicle during traveling. A straddle-type vehicle according to claim 2,
The straddle-type vehicle characterized in that the passenger-applied external force information is information on a force applied to a steering shaft by a driver during traveling. A straddle-type vehicle according to claim 2 or 3,
The straddle-type vehicle characterized in that the passenger-applied external force information is information on a force applied to a vehicle body by a passenger's own weight. A straddle-type vehicle according to any one of claims 1 to 4,
The straddle-type vehicle characterized in that the external force information includes road surface applied external force information indicating an external force applied from a road surface to a road surface grounding portion of the straddle-type vehicle during traveling. A straddle-type vehicle according to any one of claims 1 to 5,
The straddle-type vehicle, wherein the transmission unit transmits command information instructed using an operator provided in the straddle-type vehicle in synchronization with the external force information. A straddle-type vehicle according to any one of claims 1 to 6,
The straddle-type vehicle, wherein the transmission unit transmits vehicle behavior information indicating the behavior of the straddle-type vehicle in synchronization with the external force information. A straddle-type vehicle according to any one of claims 1 to 7,
The straddle-type vehicle, wherein the transmission unit transmits environment information indicating a traveling environment of the straddle-type vehicle in synchronization with the external force information. A straddle-type vehicle according to any one of claims 1 to 8,
The straddle-type vehicle, wherein the transmission unit transmits identification information for identifying at least one of a straddle-type vehicle and a driver in synchronization with the external force information. Passenger applied external force information indicating the external force applied to the saddle riding type vehicle by the rider while traveling and road surface applied external force information indicating the external force applied from the road surface to the road surface grounding portion during transmission are transmitted in synchronization. A communication device to
A receiver configured to be independent of the saddle riding type vehicle, and receiving the passenger-applied external force information and the road surface-applied external force information transmitted by the communication device;
A storage unit for storing the passenger-giving external force information and the road surface-giving external force information received by the receiving unit;
A vehicle external force information storage system comprising: A transmission step of transmitting from the saddle riding type vehicle external force applied to the saddle riding type vehicle from outside during traveling, or external force related information indicating information necessary for calculating the external force;
A receiving step of receiving the external force related information transmitted in the transmitting step by a receiving unit configured independently of the saddle riding type vehicle;
A storage step of storing the external force related information received in the reception step;
An external force related information storage method comprising:

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