Method and device for providing an evaluation for a journey of a vehicle

Abstract

A device (101) for evaluating the journey of a vehicle (100), in particular a single-track vehicle, such as a motorcycle, is described. The device (101) is configured to determine distance information during the journey with regard to the distance (121) of the vehicle (100) to a vehicle (120) traveling directly in front of the vehicle (100), and to determine an evaluation of the journey based on the distance information and to output it via a user interface (104), in particular on a screen of the vehicle (100).

Description

[0001] The invention relates to a method and a corresponding device designed to determine the driving style of a driver, in particular a learner driver or trainee, of a vehicle, in particular a motorcycle, in an efficient and precise manner.

[0002] It can be particularly beneficial for a competitive rider to work with an expert to improve their riding style, for example, when cornering. This is especially true for motorcycle riding, where the motorcycle must not only be guided along a racing line but also be considered for lean angle.

[0003] This document deals with the technical task of enabling particularly efficient and targeted driving training for the driver of a vehicle, in particular a motorcycle.

[0004] The problem is solved by each of the independent claims. Advantageous embodiments are described, among other things, in the dependent claims. It should be noted that additional features of a patent claim dependent on an independent patent claim can form a separate invention, independent of the combination of all features of the independent patent claim, without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim, which invention can be made the subject of an independent claim, a divisional application, or a subsequent application. This applies equally to technical teachings described in the description, which can form an invention independent of the features of the independent patent claims.

[0005] According to one aspect, a device for evaluating a journey of a (motor) vehicle, in particular a single-track vehicle, such as a motorcycle, is described. The evaluation of the journey can be performed as part of the operation of a training mode of the vehicle. The device can detect that the training mode has been activated (e.g., via a user interface of the vehicle). The determination and output of the evaluation of a journey described in this document can (possibly only) occur when the training mode is activated.

[0006] The vehicle's journey may comprise a sequence of consecutive sections and / or may be divided (by the device) into a sequence of consecutive sections. The journey may, for example, include, in particular, cornering through a curve. The device may be configured to divide the cornering into a sequence of sections. The sequence of sections may include: entering the curve, traveling through the apex of the curve, and / or exiting the curve.

[0007] The device is configured to determine distance information relating to the distance (i.e., the actual distance) of the vehicle from a vehicle driving directly in front of the vehicle while driving. The vehicle in front can be driven, for example, by a driving instructor or instructor. The vehicle can be driven, for example, by a learner driver or trainee. The distance information can be determined based on sensor data from at least one environmental sensor, in particular from at least one radar sensor and / or lidar sensor and / or a camera, of the vehicle.

[0008] The distance information can, for example, include the progression of the distance between the vehicle and the vehicle in front as a function of the driving progress, in particular as a function of position and / or time, during the journey. In particular, the distance information can include a measured value of the distance between the vehicle and the vehicle in front for each sequence of driving progresses (e.g., for 100 or more, or 1,000 or more consecutive driving progresses (i.e., positions and / or times)) during the journey.

[0009] The device is further configured to determine a (possibly graphical) evaluation of the journey (in particular of the driving style of the vehicle driver during the journey) on the basis of the distance information and to output it via a user interface (of the vehicle), in particular on a screen of the vehicle. The evaluation can be determined and, if necessary, output during the journey. For example, immediately after driving through a section of the sequence of sections, an evaluation of the journey through the respective section can be determined and, if necessary, output. An evaluation can thus be determined and output sequentially for each individual section.

[0010] The evaluation can provide a (quality) measure of how well the vehicle maintained a specific target distance (in particular, a previously specified minimum target distance) from the vehicle in front during the journey. The (quality) measure can be determined and output for each individual section of the sequence of consecutive sections of the journey. The (quality) measure can depend on the deviation, in particular on the mean absolute or square deviation, of the actual distance from the target distance, in particular from the minimum target distance (in the respective section).

[0011] This allows a (quality) measure value to be determined for each individual section. Furthermore, the (quality) measure values ​​can be output within the evaluation (e.g., using a color code, such as green for a good quality measure value or red for a poor quality measure value). The quality measure can, for example, assume values ​​between 0 (poor driving style) and 1 (excellent driving style).

[0012] The device can be configured to determine, for each individual section from the sequence of sections, distance information relating to the distance of the vehicle to the vehicle in front when traveling in the respective section, and to determine an evaluation (in particular a value of the (quality) measure) for the journey in the respective section on the basis of the distance information and to output it via the user interface, in particular on the screen of the vehicle.

[0013] As already explained above, the device can be configured to determine the evaluation during the journey and output it via the user interface. The evaluation can be updated repeatedly during the journey (e.g., at a specific repetition rate, such as 1 Hz or more, or 0.1 Hz or more), and the updated evaluation can be output via the user interface (of the vehicle), in particular on the vehicle's screen.

[0014] The device can further be configured to send the evaluation from the vehicle to the leading vehicle via a (wireless) communication connection (e.g., Wi-Fi, Bluetooth, 3G, 4G, 5G, etc.). The evaluation can then be viewed by the instructor at the user interface of the leading vehicle. The instructor can then provide instructions and / or recommendations to the driver of the vehicle (via the (wireless) communication connection).

[0015] This describes a device that enables a trainee and an instructor to efficiently and precisely record and analyze the trainee's driving style. This enables particularly effective driver training.

[0016] The device can be configured, particularly in response to the activation of the training mode of the vehicle, to cause the vehicle's distance controller to be operated while the vehicle is traveling. The distance controller can be designed to automatically set, in particular to regulate, the distance of the vehicle from the vehicle in front to the (previously specified) target distance. Thus, automated longitudinal guidance of the vehicle can be effected while traveling (so that the distance of the vehicle from the vehicle in front is automatically set to the target distance). This can relieve the driver of the vehicle, allowing him or her to concentrate on other driving tasks (particularly on the vehicle's lean angle and / or the vehicle's travel trajectory).

[0017] When the adaptive cruise control is activated, the vehicle's distance control typically takes into account one or more (predefined) driving dynamics limit values, for example, with regard to a maximum permissible lateral acceleration of the vehicle and / or with regard to a maximum permissible wheel slip. The one or more limit values ​​may depend on the degree of the vehicle's lean angle and / or on the driving trajectory (e.g., the curvature of the driving trajectory). A limit value may have a maximum value at an optimal lean angle. On the other hand, the limit value may have a lower value at a suboptimal lean angle.

[0018] The distance control can be automatically degraded, at least temporarily (which leads to a deviation between the actual distance and the target distance), when a driving dynamics limit is reached. In this way, the vehicle's driving stability can be guaranteed even when the distance control is activated. The degradation of the distance control can, if necessary, be automatically canceled again when the driving dynamics limit is no longer reached. A non-optimal driving style by the driver of the vehicle can therefore lead to the distance between the vehicle and the vehicle in front deviating from the target distance, even when the distance control is activated. Consequently, the distance information can be used, even during operation of the distance control, to determine (and output) an evaluation of the driver's driving style during the journey. In particular, one or more values ​​of the quality measure can be determined (and output).

[0019] The operation of the adaptive cruise control during a training drive enables a particularly focused determination and analysis of a trainee’s driving style.

[0020] The vehicle may have a deadman's control that must be pressed by the vehicle's driver to maintain the operation of the adaptive cruise control (as part of the training mode). Releasing the deadman's control may immediately deactivate the adaptive cruise control (thus transferring longitudinal control of the vehicle to the vehicle's driver).

[0021] The device can be configured to repeatedly check (e.g., periodically, at a frequency of 10 Hz or more) whether the vehicle's deadman control is being actuated while driving. Operation of the distance control can be terminated as soon as it is detected that the vehicle's deadman control is no longer being actuated. Alternatively or additionally, the device can be configured to operate the distance control while driving as long as, in particular only as long as, the vehicle's deadman control is continuously actuated.

[0022] By providing a dead man's control, a particularly safe training mode can be provided for a vehicle.

[0023] The vehicle may include a distance control element (e.g., in the form of a rocker switch) that allows the driver of the vehicle to increase the target distance starting from the minimum target distance, in particular in a continuous manner, by changing the position of the distance control element. The distance control element may, for example, have at least N different positions for N different increases in the target distance; e.g., where N≥10.

[0024] The device can be configured to repeatedly determine (in particular periodically, e.g. with a frequency of 10 Hz or more) the current position of the distance control element of the vehicle during the journey and to adapt the target distance for the distance controller depending on the determined position of the distance control element.

[0025] This allows the driver to conveniently and precisely adjust the target distance to the vehicle in front while driving using a distance control element. This provides a particularly safe training mode for a vehicle.

[0026] The minimum target distance can be determined in advance of the ride (e.g., agreed upon between the instructor and the trainee). The evaluation of the ride can always be based on the minimum target distance (even if the target distance of the distance controller is increased compared to the minimum target distance by operating the distance control element). In particular, the deviation between the actual distance and the minimum target distance can be determined in each case to determine the evaluation of the ride, particularly the value of the quality measure.

[0027] Furthermore, it should be noted that the distance and the target distance preferably each refer to the so-called time interval. The time interval depends on the vehicle's speed. The time interval can, in particular, indicate the time the vehicle would need (at the current speed) to travel the distance from the vehicle's current position to the current position of the vehicle in front. The time interval thus typically depends on the current speed and the current distance between the vehicle's current position and the current position of the vehicle in front.

[0028] The device can be configured to determine driving data relating to the driving state of the vehicle during the journey. The driving data can, for example, indicate • the course of the vehicle’s speed and / or (longitudinal and / or transverse) acceleration as a function of the driving progress, in particular as a function of position and / or time, during the journey; and / or • the course of the vehicle's lean angle as a function of the driving progress, in particular as a function of the position and / or time, during the journey.

[0029] The evaluation for the trip can also be determined in a particularly precise manner based on the driving data.

[0030] According to a further aspect, a (road) motor vehicle (in particular a motorcycle) is described which comprises the device described in this document.

[0031] According to a further aspect, a method for evaluating a journey of a vehicle, in particular a single-track vehicle, such as a motorcycle, is described. The method comprises determining, during the journey, distance information relating to the distance of the vehicle from a vehicle traveling directly in front of the vehicle. Furthermore, the method comprises determining, based on the distance information, an evaluation for the journey (in particular an evaluation relating to the driving style of the driver of the vehicle during the journey), and outputting the evaluation via a user interface (of the vehicle), in particular on a screen of the vehicle.

[0032] According to another aspect, a software (SW) program is described. The SW program can be configured to be executed on a processor (e.g., on a vehicle control unit) and thereby to carry out the method described in this document.

[0033] According to a further aspect, a storage medium is described. The storage medium can comprise a software program configured to be executed on a processor and thereby to carry out the method described in this document.

[0034] It should be noted that the methods, devices, and systems described in this document can be used both alone and in combination with other methods, devices, and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described in this document can be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways. Furthermore, features listed in parentheses are to be understood as optional features.

[0035] The invention will be described in more detail below using exemplary embodiments. Fig. 1a exemplary components of a single-track vehicle, in particular a motorcycle; Fig. 1b an example journey with a distance control system; Fig. 1c exemplary operating elements of a vehicle, in particular a motorcycle; Fig. 2 an exemplary evaluation of a journey of a vehicle; and Fig. 3 a flowchart of an exemplary method for providing an evaluation of a trip of a vehicle.

[0036] As stated at the beginning, this document deals with the efficient and targeted improvement of the driving skills of a driver of a vehicle, especially a single-track vehicle. In this context, Fig. 1a shows an exemplary single-track vehicle 100 with one or more environmental sensors 102, each configured to capture sensor data (also referred to as environmental data) relating to the surroundings of the vehicle 100. Exemplary environmental sensors 102 include at least one camera, at least one radar sensor, at least one lidar sensor, and / or at least one ultrasonic sensor, etc.

[0037] A (control) device 101 of the vehicle 100 can be configured to evaluate the environmental data, e.g., to detect one or more objects (e.g., other vehicles) in the environment of the vehicle 100. The device 101 can further be configured to effect automated longitudinal and / or lateral guidance of the vehicle 100 based on the environmental data, in particular based on the one or more detected objects. For this purpose, one or more longitudinal and / or lateral guidance actuators 103 (e.g., a drive motor, a braking device, and / or a steering device) of the vehicle 100 can be controlled.

[0038] The automatic longitudinal guidance of the vehicle 100 can be effected, for example, by a speed and / or distance controller. In this case, as shown for example in Fig. 1b, during a following journey, the actual distance 121 (or for short the distance 121) of the vehicle 100 to a vehicle 120 traveling directly in front of the vehicle 100 can be determined based on the surroundings data. Furthermore, the actual (longitudinal) distance 121 can be set, in particular regulated, to a predefined target (longitudinal) distance by the distance controller. The target distance can have been set by the user, for example, via a user interface 104 of the vehicle 100. Furthermore, during a clear journey (when no vehicle 120 in front of the vehicle 100 is located and / or has been detected), the actual driving speed of the vehicle 100 can be set, in particular regulated, to a target driving speed. The target driving speed can have been entered via the user interface 104 of the vehicle 100.

[0039] The vehicle 100 may include a communication unit 105 that enables the vehicle 100 to communicate with one or more other vehicles (e.g., with a leading vehicle 120) via a (possibly wireless) communication connection, e.g., via WLAN, 3G, 4G, 5G, etc. The communication unit 105 may, in particular, enable vehicle-to-vehicle communication. The target driving speed for the distance and / or cruise control of the vehicle 100 and / or other data may be received, e.g., via the communication unit 105, from another vehicle 120.

[0040] Fig. 1c shows an exemplary operating unit 130 of the vehicle 100 as part of the user interface 104 of the vehicle 100. The operating unit 130 can be arranged, for example, on the steering means, in particular on the handlebar, of the vehicle 100, e.g., in such a way that the driver of the vehicle 100 can operate the operating unit 130 with a finger of one hand while the driver grips the steering means, in particular the handlebar, with the same hand. The operating unit 130 can comprise one or more operating elements 135 that can be operated by the driver of the vehicle 100 (each with (possibly exactly) one finger).

[0041] As stated above, it may be advantageous for the driver of a vehicle 100 to follow a driving instructor (also referred to as an instructor) in order to improve their driving skills. This is particularly true when cornering, where it may be difficult for a less experienced driver to select the speed profile, driving trajectory, and / or lean angle (at different points or positions of the driving trajectory) in an optimized manner.

[0042] For this purpose, the vehicle 100 may have a training mode in which driving data relating to the travel of the vehicle 100 is recorded during operation of the vehicle 100. The driving data may be acquired by one or more vehicle sensors 106 of the vehicle 100. Example vehicle sensors 106 include a speed sensor, an acceleration sensor, an inertial measurement unit (IMU), a lean angle sensor, a position sensor (which acquires the current position of the vehicle 100), etc.

[0043] The driving data, ie in particular the sensor data from one or more vehicle sensors 106, can be evaluated (by the control device 101) to provide the driver of the vehicle 100 with an evaluation of their driving behavior and / or driving capabilities. For example, driving data can be recorded and evaluated while cornering through one or more curves. An evaluation of the cornering can be provided to the driver, e.g., via the user interface 104 of the vehicle 100.

[0044] For a less experienced driver, it may be difficult to simultaneously control the longitudinal and lateral guidance of the vehicle 100. During training mode, the distance controller can be activated to enable the driver of the vehicle 100 to follow a vehicle 120 in front at a specified target distance, with the vehicle 120 being driven by a driving instructor. The driver of the vehicle 100 can then concentrate entirely on the lateral guidance of the vehicle 100, particularly with regard to the lean angle and / or the driving trajectory.

[0045] The operating unit 130 of the vehicle 100 preferably has an operating element 135 that functions as a so-called deadman's button. It may be necessary for the driver of the vehicle 100 to continuously operate this deadman's operating element 135 in order to cause the vehicle 100 to drive behind the vehicle 120 in front with the distance control activated. As soon as the deadman's operating element 135 is no longer operated, the distance control can be aborted. This, in turn, results in the longitudinal guidance of the vehicle 100 being effected solely by the driver of the vehicle 100 (e.g., by operating an operating element to request drive torque from the drive motor of the vehicle 100).

[0046] The deadman's control element 135 thus abruptly terminates the distance control of the actual distance 121 between the vehicle 100 and the vehicle 120 in front. Alternatively or additionally, the control unit 130 of the vehicle 100 can comprise a control element 135 that enables the driver of the vehicle 100 to smoothly downgrade the distance control. For example, the driver of the vehicle 100 can be enabled to increase the target distance to the vehicle 120 in front starting from a (predetermined) minimum target distance in a quasi-continuous manner (e.g., in N steps, with N≥10) and, if necessary, to reduce it again (to the minimum target distance). As a result, the target distance of the distance control and, as a result, the actual distance 121 to the vehicle in front 120 (e.g. while cornering) can be temporarily increased (e.g. if the driver perceives the driving speed of the vehicle 100 to be too high), and at a later time if necessary.be reduced again (e.g., when the driver of vehicle 100 feels safe again).

[0047] A quasi-continuous adjustment of the target distance can be achieved, for example, by a control element 130 designed as a rocker. The position of the control element 130 can be changed to increase or decrease the target distance.

[0048] Thus, the driver of vehicle 100 can be enabled in training mode to follow the leading vehicle 120 driven by their driving instructor with the adaptive cruise control activated. The driver of vehicle 100 can then fully concentrate on the lateral guidance of vehicle 100, and in particular, the inclination and / or the driving trajectory of vehicle 100. Actuation of the (dead man's control and / or adaptive cruise control) control element 135 ensures safe following of vehicle 100.

[0049] During the journey, driving data and / or distance information relating to the current actual distance 121 can be recorded and evaluated. Fig. 2 shows an exemplary evaluation for cornering, with an entry into the corner, with a drive through the apex of the corner, and with an exit from the corner. The evaluation can, for example, indicate the longitudinal acceleration 201 of the vehicle 100 as a function of time and / or as a function of the position of the vehicle 100 during cornering. Furthermore, the evaluation can indicate the target distance, in particular the minimum target distance, 202 for cornering. The target distance 202 can correspond to a so-called time distance (where the time distance indicates the amount of time that the vehicle 100 requires at the respective current driving speed to cover the distance between the current position of the vehicle 100 and the current position of the vehicle in front 120).

[0050] Furthermore, the evaluation can indicate the curve 203 of the actual (time) distance 121 between the vehicle 100 and the vehicle in front 120 during the journey (as a function of the position along the journey and / or as a function of the time during the journey). In the example shown, the actual distance 121 increases in the first section (the entry) of the curve (see reference numeral 204), which suggests that the journey of the vehicle 100 was not optimal in this section of the curve (e.g., because the vehicle 100 had an insufficient inclination).

[0051] Thus, within the scope of a training mode, additional sensor technology 102 (e.g., radar and / or lidar) can be used in addition to the vehicle sensor technology 106 (e.g., wheel speed sensors and / or inertial sensors, etc.). The distance 121 to the vehicle 120, in particular a motorcycle, traveling ahead can be determined (under highly dynamic conditions). Furthermore, the trainee (i.e., the driver of the vehicle 100) can be provided with a real-time display of the training success. The training success can be evaluated based on the criterion of how well the distance 121 to the instructor motorcycle 120 traveling ahead can be maintained during a ride, e.g., while cornering.

[0052] During a journey, the longitudinal guidance of the vehicle 100 can be automated, optionally if necessary, e.g., to the limits of driving physics, while maintaining driving stability by a slip control system of the vehicle 100 and / or with a suitable driving-situation-dependent limitation of the engine torque and / or braking force (e.g., by a distance control system of the vehicle 100). This additionally relieves the training driver, allowing the driver to focus on the remaining driving tasks (e.g., eye tracking, line selection, body position, etc.). This can further increase the success of the training.

[0053] An algorithm for evaluating training success based on the measured time interval 121 between the instructor motorcycle 120 and the trainee motorcycle 100 can, for example, distinguish between three curve sections: the entrance, the apex, and the exit. An evaluation of the time interval 203 can be performed for each curve section. For this purpose, the value of a quality measure can be determined, whereby the value of the quality measure depends, for example, on the (possibly average) deviation between the measured distance 121 and the (possibly minimum) target distance during the ride in the respective section.

[0054] In the Fig. In the example shown in Figure 2, an increase 204 in the time interval 121 can be detected at the entrance to the curve, whereby inadequate driving behavior of the rider of the trainee motorcycle 100 can be detected. If longitudinal guidance is activated by the system of the trainee motorcycle 100 (i.e., with active distance control) and if the instructor is driving appropriately, it can be assumed that the trainee did not perform optimally, for example, in the driving tasks of eye tracking, line selection (i.e., selection of the driving trajectory) and / or body position (i.e., selection of the lean angle). A negative assessment (e.g., due to a relatively low value of the quality measure) of the training success can then be detected and reported accordingly in an evaluation (e.g., in a graphic) in real time.

[0055] The algorithm for evaluating a cornering maneuver and / or the output evaluation can differentiate between the different cornering sections. In particular, an evaluation can be provided for each individual cornering section. The evaluation (especially the evaluation for all cornering sections) is preferably displayed after the cornering so that the evaluation can be analyzed more closely after the cornering. The trainee thus receives direct and immediate feedback on their driving style and can see which one or more driving tasks still have potential for improvement.

[0056] Fig.3 shows a flowchart of an exemplary (possibly computer-implemented) method 300 for evaluating a journey of a vehicle 100, in particular a single-track vehicle, such as a motorcycle. The journey may, in particular, include or be a cornering maneuver. The method 300 may, for example, be executed within the framework of a dedicated training mode of the vehicle 100 (e.g., by a control device 101 of the vehicle 100).

[0057] The method 300 comprises determining 301, during the journey, distance information relating to the distance 121 (i.e., the actual distance) of the vehicle 100 to the vehicle 120 driving directly in front of the vehicle 100. The distance information can be determined based on the sensor data from one or more environmental sensors 102 of the vehicle 100. The distance information can, for example, comprise a sequence of measured values ​​of the distance 121 for a corresponding sequence of driving progresses (i.e., positions and / or times) during the journey. In this case, for example, (at least) one measured value per 5 meters or (at least) one measured value per meter or (at least) one measured value per second can be recorded.

[0058] The method 300 further comprises determining 302, on the basis of the distance information, an evaluation, in particular a graphical evaluation, for the journey. The evaluation can, for example, indicate a (quality) measure of how well a certain target distance (in particular the previously determined minimum target distance) to the vehicle in front 120 was maintained during the journey (e.g., in each individual section of a sequence of consecutive sections of the journey). The value of the quality measure determined on the basis of the distance information can, for example, be indicated by a color code (e.g., red, yellow, or green). For example, the value of a quality measure can be determined for the entry, the passage through the apex, and the exit of a curve. The value of the quality measure can depend on the deviation (e.g.,The value of the quality measure can be compared with one or more threshold values, e.g., to determine whether the driving style of the driver of the vehicle 100 in the respective section was "good" (represented by green), "average" (represented by yellow), or "poor" (represented by red).

[0059] Furthermore, method 300 includes outputting 303 the evaluation via a user interface 104, in particular on a screen, of vehicle 100. The evaluation can be determined and output during the journey (e.g., when negotiating the curve). Furthermore, the evaluation can be output after the journey (e.g., after exiting the curve).

[0060] The measures described in this document enable particularly effective training of a driver of a motor vehicle 100, in particular a motorcycle.

[0061] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended only to illustrate the principle of the proposed methods, devices, and systems by way of example.

Claims

[1] Device (101) for evaluating a journey of a vehicle (100), in particular a single-track vehicle, such as a motorcycle; wherein the device (101) is configured - to determine distance information relating to a distance (121) of the vehicle (100) to a vehicle (120) driving directly in front of the vehicle (100) during the journey; and - to determine an evaluation for the journey on the basis of the distance information and to output it via a user interface (104), in particular on a screen of the vehicle (100). [2] Device (101) according to claim 1, wherein the distance information comprises a profile (203) of the distance (121) of the vehicle (100) to the vehicle in front (120) as a function of the driving progress, in particular as a function of the position and / or the time, during the journey. [3] Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine the evaluation during the journey and output it via the user interface (104); and / or - to repeatedly update the evaluation during the journey and to output the updated evaluation via the user interface (104), in particular on the screen of the vehicle (100). [4] Device (101) according to one of the preceding claims, wherein the evaluation indicates a measure of how well the vehicle (100) has maintained a target distance from the vehicle in front (120) during the journey, in particular for each section of a sequence of successive sections of the journey. [5] Device (101) according to one of the preceding claims, wherein the journey comprises cornering through a curve, and wherein the device (101) is arranged - to divide the cornering into a sequence of sections; the sequence of sections includes in particular, - an entry into the curve; - a drive through an apex of the curve; and - an exit from the curve; and - for each individual section from the sequence of sections - to determine distance information relating to the distance (121) of the vehicle (100) to the vehicle in front (120) when driving in the respective section; and - to determine an evaluation for the journey in the respective section on the basis of the distance information and to output it via the user interface (104), in particular on the screen of the vehicle (100). [6] Device (101) according to one of the preceding claims, wherein the device (101) is configured, in particular in response to an activation of a training mode of the vehicle (100), to cause a distance controller of the vehicle (100) to be operated while the vehicle (100) is traveling, which distance controller is designed to automatically set, in particular to regulate, the distance (121) of the vehicle (100) to the vehicle in front (120) to a target distance. [7] Device (101) according to claim 6, wherein the device (101) is arranged - to check repeatedly during the journey whether a dead man's control element (135) of the vehicle (100) is actuated; and - to cause the operation of the distance controller to be terminated as soon as it is detected that the dead man's control element (135) of the vehicle (100) is no longer being actuated; and / or - to operate the distance control while driving as long as, in particular only as long as, the dead man's control element (135) of the vehicle (100) is continuously actuated. [8] Device (101) according to one of claims 6 to 7, wherein the device (101) is arranged to repeatedly, during the journey, - to determine a position of a distance control element (135) of the vehicle (100) which enables a driver of the vehicle (100) to increase the target distance starting from a minimum target distance, in particular in a continuous manner, by changing the position of the distance control element (135); wherein the distance control element (135) has in particular at least N different positions for N different increases in the target distance; with N≥10; and - to adjust the target distance for the distance controller depending on the determined position of the distance control element (135). [9] Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine driving data relating to a driving state of the vehicle (100) during the journey; wherein the driving data indicate in particular, - a curve of a driving speed and / or an acceleration of the vehicle (100) as a function of the driving progress, in particular as a function of the position and / or time, during the journey; and / or - a curve of an inclination of the vehicle (100) as a function of the driving progress, in particular as a function of the position and / or time, during the journey; and - to determine the evaluation for the trip based on the driving data. [10] Device (101) according to one of the preceding claims, wherein the device (101) is configured to determine the distance information on the basis of sensor data from at least one environmental sensor (102), in particular from at least one radar sensor and / or lidar sensor, of the vehicle (100). [11] Method (300) for evaluating a journey of a vehicle (100), in particular a single-track vehicle, such as a motorcycle; the method (300) comprising - determining (301), while driving, distance information relating to a distance (121) of the vehicle (100) to a front vehicle (120) driving directly in front of the vehicle (100); - determining (302), on the basis of the distance information, an evaluation for the journey; and - Outputting (303) the evaluation via a user interface (104), in particular on a screen of the vehicle (100).

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