VEHICLE COMMUNICATION SYSTEM AND VEHICLE

Abstract

A vehicle communication system supports driving of a plurality of vehicles forming a driving group. The vehicle communication system is characterized in that at least one of a computing device of the plurality of vehicles or a computing device capable of communicating with a communication device of each of the plurality of vehicles acquires time-series driving position information of each vehicle by communicating with a positioning measuring device outside the vehicle, calculates downforce characteristic information of the vehicle using a parameter indicating a driving state of a driver of the vehicle, specifies a predetermined position of a driving path on which the plurality of vehicles have traveled based on the driving position information and calculated by comparing the downforce characteristic information of each vehicle,if the vehicle has driven to the predetermined position within a predetermined period of time, comparison information obtained.,

Description

TECHNICAL FIELD

[0001] The present invention relates to a vehicle communication system and a vehicle. BACKGROUND STATE OF THE ART

[0002] PTL 1 discloses a technique of displaying a position of each vehicle on a map using position information of each vehicle participating in a tour. CITATION LISTPATENT LITERATURE

[0003] PTL 1: Japanese Patent Laid-Open No. 2013-7632 SUMMARY OF THE INVENTION TECHNICAL PROBLEM

[0004] However, the driving skill levels of drivers of each vehicle participating in the touring trip vary. By indicating that the distance between vehicles participating in the touring trip is large, as in the technique of PTL 1, it is difficult to determine whether the distance is being maintained to ensure a safe inter-vehicle distance or whether the distance is due to the skill level differences among the drivers of each vehicle. Therefore, to ensure safe touring in a driving group of multiple vehicles, it is preferable to compare downforce characteristic information between vehicles on a system side as an objective index in a driving operation.

[0005] In view of the above problem, the present invention provides a technique of comparing, using a parameter indicating a driving state of the vehicle by a driver, detected downforce characteristic information of a vehicle between vehicles as an objective index in a driving operation to adjust a traveling speed among a plurality of vehicles participating in a touring trip. SOLUTION TO THE PROBLEM

[0006] According to one aspect of the present invention, a vehicle communication system is provided that supports driving of a plurality of vehicles forming a driving group, the vehicle communication system being characterized in that at least one of a computing device of the plurality of vehicles or a computing device capable of communicating with a communication device of each of the plurality of vehicles acquires time-series driving position information of each vehicle by communicating with a positioning measuring device outside the vehicle, calculates downforce characteristic information of the vehicle using a parameter indicating a driving state of a driver of the vehicle acquired based on measurement information from vehicle state measuring means of the vehicle,based on the traveling position information, specifies a predetermined position of a traveling path on which the plurality of vehicles have traveled, and calculates comparison information obtained by comparing the downforce characteristic information of each vehicle when the vehicle has traveled to the predetermined position within a predetermined period of time. ADVANTAGEOUS EFFECTS OF THE INVENTION

[0007] According to a vehicle communication system of the present invention, it is possible to compare detected downforce characteristic information of a vehicle between vehicles as an objective index in a driving operation using a parameter indicating a driving state of the vehicle by a driver.

[0008] Accordingly, by comparing the downforce characteristic information among the majority of vehicles driving in real time, the driving speed can be adjusted more easily. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram schematically illustrating a configuration of a vehicle communication system according to an embodiment. Fig. 2A is a block diagram illustrating a functional configuration of a vehicle communication system according to an embodiment. Fig. 2B is a block diagram illustrating a functional configuration of a vehicle communication system according to an embodiment. Fig. 2C is a block diagram illustrating a functional configuration of a vehicle communication system according to an embodiment. Fig. 3 is a right side view of a vehicle according to an embodiment. Fig. 4 is a view in a vehicle width direction of a vehicle as viewed from a driver's side. Fig. 5 is a diagram showing an output characteristic diagram for detecting output characteristic information. Fig. 6 is a diagram schematically illustrating driving of a plurality of vehicles constituting a driving group. Fig. 7 is a diagram illustrating a relationship between driving position information and rear wheel downforce acquired in time series. Fig. 8 is a diagram illustrating a processing flow of a vehicle communication system according to an embodiment. Fig. 9 is a diagram illustrating a processing flow of a vehicle communication system according to an embodiment. Fig. 10 is a diagram showing a display example of an output difference of a wheel output in another vehicle with respect to a target wheel output. Fig. 11 is a diagram illustrating a configuration of an operation intervention by a comparison unit. DESCRIPTION OF THE EMBODIMENTS

[0009] Embodiments will be described in detail below with reference to the accompanying drawings. Note that the following embodiments are not intended to limit the scope of the claimed invention, and no limitation is imposed on an invention requiring a combination of all the features described in the embodiments. Two or more of the features described in the embodiments may be combined if desired. Furthermore, the same or similar configurations are designated by the same reference numerals, and redundant descriptions thereof are omitted. [System Overview]

[0010] Fig. 1 is a diagram schematically illustrating a configuration of a vehicle communication system STM according to an embodiment, and Fig. 2A, Fig. 2B and Fig. 2C are block diagrams illustrating a functional configuration of a vehicle communication system STM according to the embodiment. In the present embodiment, a group including a plurality of vehicles participating in a tour is referred to as a driving group GR, and an example of two vehicles is described as the configuration of the driving group GR to avoid duplication of description. Note that the driving group GR may include three or more vehicles.

[0011] The vehicle communication system STM is a communication system that supports driving of a plurality of vehicles forming a driving group, and includes at least a first vehicle 1A and a second vehicle 1B as a driving group GR of the plurality of vehicles. The first vehicle 1A and the second vehicle 1B can communicate with each other through a communication device (communication unit 224) mounted on each vehicle or a portable terminal (e.g., a smartphone, a smartwatch, or the like) worn by the driver of each vehicle.

[0012] In the Fig. 2A, Fig. 2B and Fig. In FIG. 2C, a portable terminal carried by a driver of the first vehicle 1A is referred to as a first terminal device 230, and a portable terminal carried by a driver of the second vehicle 1B is referred to as a second terminal device 240. The first terminal device 230 includes a communication unit 233, and the second terminal device 240 includes a communication unit 243. The first vehicle 1A and the second vehicle 1B are communicatively connected in a communication-enabling manner using the communication device (communication unit 224) mounted on each vehicle or the portable terminal (230, 240) carried by the driver of each vehicle, and are connected to a server 250 in a communication-enabling manner. [First terminal device 230 and Second terminal device 240]

[0013] The first terminal device carried by the driver of the first vehicle 1A includes, as an internal configuration, a control unit 231 (authentication unit 232, communication unit 233), an operation unit 234, and a storage unit 235. The operation unit 234 functions as a user interface, and the authentication unit 232 performs user authentication based on information input from the operation unit 234. The control unit 231 manages all the processing of the first terminal device 230 and processes information acquired via the communication unit 233 or the operation unit 234. The storage unit 235 stores various programs executed by the control unit 231, and the storage unit 235 also functions as a work area when the control unit 231 executes processing. In addition, the storage unit 235 stores information acquired via the communication unit 233.

[0014] Similar to the first terminal device 230, the second terminal device 240 carried by the driver of the second vehicle 1B includes, as an internal configuration, a control unit 241 (authentication unit 242, communication unit 243), an operation unit 244, and a storage unit 245. The operation unit 244 functions as a user interface, and the authentication unit 242 performs user authentication based on information input from the operation unit 244. The control unit 241 manages all the processing of the second terminal device 240 and processes information acquired via the communication unit 243 or the operation unit 244. The storage unit 245 stores various programs executed by the control unit 241, and the storage unit 245 also functions as a work area when the control unit 241 executes processing.In addition, the storage unit 245 stores information acquired via the communication unit 243.

[0015] Identification information for identifying each vehicle in a network NET is set in each vehicle, and the driver of each vehicle mutually exchanges (transmits and receives) the identification information of each of the plurality of first vehicles 1A and 1B participating in the tour ride via the communication device (communication unit 224) or the portable terminal (first terminal device 230, second terminal device 240), thereby establishing the coupling of the ride groups GR. For example, in the mutual exchange communication of the identification information, the identification information A of the first vehicle 1A is transmitted to the second vehicle 1B, and the identification information A is received on the second vehicle 1B side.Similarly, the identification information B of the second vehicle 1B is transmitted to the first vehicle 1A, and the identification information B is received on the first vehicle 1A side.

[0016] The identification information of each vehicle constituting the driving group GR is transmitted from each vehicle to the server 250 via the network NET. For example, the first vehicle 1A, as a configuration of the driving group GR, transmits the identification information A of its own vehicle and the identification information B acquired through mutual exchange communication of the identification information to the server 250. Similarly, the second vehicle 1B, as a configuration of the driving group GR, transmits the identification information B of its own vehicle and the identification information A acquired through mutual exchange communication of the identification information to the server 250. [Server 250]

[0017] The server 250 includes a processor (not shown) that performs all processing. A determination unit 251 performs processing related to various state determinations, and a calculation unit 252 performs various types of calculations. The processor reads a program stored in a storage unit 253 and executes the program to cause the determination unit 251 and the calculation unit 252 to operate.A comparison unit 255 acquires, via a communication unit 254, driving position information and downforce characteristic information from a plurality of vehicles, specifies a predetermined position of a driving path on which the plurality of vehicles have traveled based on the driving position information, and acquires comparison information obtained by comparing the downforce characteristic information of each vehicle when the plurality of vehicles have traveled to the predetermined position within a predetermined period of time. The acquisition processing of the comparison information by the comparison unit 255 is similar to that of a comparison unit 223 for each vehicle constituting the driving group. Here, the communication unit 254 can perform data communication between a plurality of vehicles constituting the driving group through wireless communication.

[0018] The server 250 includes the communication unit 254, which functions as a communication interface, and the communication unit 254 can transmit and receive various types of information through communication with the communication device (communication unit 224) mounted on each vehicle and the portable terminal (first terminal device 230, second terminal device 240).

[0019] The determination unit 251 of the server 250 compiles the combinations of the identification information received from the respective vehicles as the configuration of the driving group GR and determines whether the combinations match or not. If the combinations of the identification information match, the configuration of the driving group GR is confirmed and registered in the storage unit 253.

[0020] In a case where a plurality of driving groups GR exist, the server 250 manages identification information for each driving group. For example, the determination unit 251 of the server 250 registers a vehicle 1C (identification information C) and a vehicle 1D (identification information D) in the storage unit 253 as a second driving group and manages the vehicles 1C and 1D separately from the driving group GR (first vehicle 1A (identification information A), second vehicle 1B (identification information B)).

[0021] Note that in the in-vehicle communication system STM, the processing performed by the server 250 can be executed by any of an ECU 220 of each vehicle (1A, 1B), the control unit 231 of the first terminal device 230, and the control unit 241 of the second terminal device 240. That is, the information acquired by the first vehicle 1A and the second vehicle 1B can be shared through communication via the communication device (communication unit 224) mounted on each vehicle or the portable terminal (first terminal device 230, second terminal device 240), and processing can be performed by the ECU 220 of each vehicle, the control unit 231 of the first terminal device 230, or the control unit 241 of the second terminal device 240.

[0022] For example, in a case where the ECU 220 of the first vehicle 1A performs processing, the processing result is transmitted from the communication unit 224 to the second vehicle 1B, and the ECU 220 of the second vehicle 1B can perform processing based on the received processing result.

[0023] In addition, in a case where the control unit 231 of the first terminal device 230 performs processing, the processing result is transmitted from the communication unit 233 to the first vehicle 1A and the second vehicle 1B, and the ECU 220 of each of the first vehicle 1A and the second vehicle 1B can perform processing based on the received processing result. The same applies to a case where the processing is performed by the ECU 220 of the second vehicle 1B and a case where the processing is performed by the control unit 241 of the second terminal device 240. [First vehicle 1A, Second vehicle 1B][Actuating device 200]

[0024] In the first vehicle 1A and the second vehicle 1B, an operating device 200 includes, as exemplary configurations, a throttle actuator 8a, an operating mechanism 201, a handle switch 202 (handle SW), and an ignition switch 203 (ignition SW). Here, the operating mechanism 201 operates the throttle actuator 8a based on control signals generated by the comparison unit 223. [Measuring device 210]

[0025] Additionally, in the first vehicle 1A and the second vehicle 1B, a measuring device 210 includes, as exemplary configurations, a vehicle speed measuring unit 211, a rotational speed measuring unit 212, a throttle opening measuring unit 213, a gear information measuring unit 214, and a positioning measuring unit 215. Here, the vehicle speed measuring unit 211 measures the speed of the vehicle. The rotational speed measuring unit 212 measures the rotational speed of a power source 21. The throttle opening measuring unit 213 measures an operation amount (throttle opening: rotation angle) of the throttle actuator 8a. The gear information measuring unit 214 measures the gear range setting of a transmission 22. In addition, the positioning measuring unit 215 receives positioning signals from an artificial satellite, which is a global navigation satellite system (GNSS). An example of GNSS is a global positioning system (GPS).The positioning measurement unit 215 receives the positioning signals (GNSS signals, for example, GPS signals) and detects a current position of the work vehicle 1. Measurement information (measurement results) by each measurement unit (sensor) included in the measurement device 210 is input to the ECU 220. [ECU 220]

[0026] The ECU 220 includes, as a functional configuration, a position detection unit 221, a characteristic detection unit 222, the comparison unit 223, a notification unit 225, and a control unit 226. The ECU 220 includes a processor represented by a central processing unit (CPU) that performs all control processing of the vehicle, a storage device such as a semiconductor memory, an input / output interface with an external device, a communication interface, and the like. The storage device stores programs executed by the processor, data used by the processor for processing, and the like. The processor reads the program stored in a storage unit 227 and executes the program, thereby configuring the function of each unit.The functional configurations of the ECU 220 may be configured by an integrated circuit or the like, as long as they perform similar functions. The ECU 220 may include a plurality of sets of processors, storage devices, interfaces, and the like, according to the functions of the vehicle 1. (Position detection unit 221)

[0027] For each vehicle forming the driving group, the position acquisition unit 221 acquires time-series driving position information based on the measurement information from the positioning measurement unit 215. The positioning measurement unit 215 receives positioning signals (GNSS signals, for example, GPS signals) from an artificial satellite forming a global navigation satellite system (GNSS), and the position acquisition unit 221 acquires the vehicle's position information based on the positioning signals received by the positioning measurement unit 215. The position acquisition unit 221 stores the acquired time-series position information in the storage unit 227. (Characteristic detection unit 222)

[0028] The characteristic acquisition unit 222 acquires the downforce characteristic information of each vehicle using the parameter indicating the driving state of the driver of each vehicle acquired based on the measurement information of the measurement device 210 of each vehicle. For each vehicle constituting the driving group, the characteristic acquisition unit 222 acquires the parameter indicating the driving state of the driver of each vehicle based on the measurement information of the measurement device 210 of each vehicle. Then, the characteristic acquisition unit 222 acquires the downforce characteristic information of each vehicle using the parameter indicating the driving state of the driver of each vehicle.Here, the parameters indicating the driving state include the speed of the vehicle, the operation amount (throttle opening) of the throttle actuator 8a operated by the driver during driving, the rotational speed of the power source 21, the setting of the gear range of the transmission 22 connecting a rotational shaft of the power source 21 and a rotational shaft of the rear wheel (drive wheel) of the vehicle, and the like.

[0029] In addition, the output characteristic information includes, for example, a wheel output (torque) of the rear wheel (drive wheel) of the vehicle. For example, the output characteristic information of the first vehicle 1A includes at least the wheel output of the first vehicle 1A, and the output characteristic information of the second vehicle 1B includes at least the wheel output of the second vehicle 1B. The characteristic acquisition unit 222 calculates (acquires) the output characteristic information of each vehicle through arithmetic processing using the parameter indicating the driver's driving state. Note that acquisition of the output characteristic information of the vehicle is not limited to the arithmetic processing, and the output characteristic information of the vehicle may be acquired by referring to the output characteristic map in which the result of the arithmetic processing is set in advance.For example, by acquiring the output characteristic information by referring to the output characteristic diagram, the load of the computational processing is reduced and a higher real-time characteristic can be realized.

[0030] The storage unit 227 of each vehicle stores the output characteristic map in which the operation amount of the throttle actuator 8a operated by the driver during driving, the rotational speed of the power source 21, the gear range setting of the transmission connecting the rotational shaft of the power source and the rotational shaft of the rear wheel of each vehicle, and the wheel output indicating the output of the rear wheel of each vehicle are associated with each other. The characteristic acquisition unit 222 acquires the output characteristic information of the vehicle from the output characteristic map using the parameter indicating the driver's driving state.The characteristic detection unit 222 detects, from the output characteristic diagram and as the parameter indicating the driving state of the driver, the wheel output corresponding to the operation amount of the throttle actuator 8a, the rotational speed of the drive source 21 and the gear range setting of the transmission 22, which are detected based on the measurement information of the measuring device 210.

[0031] The characteristic acquisition unit 222 acquires, as the parameter indicating the driver's driving state, the operation amount of the throttle actuator 8a based on the measurement information of the throttle opening measurement unit 213. In addition, the characteristic acquisition unit 222 acquires the rotational speed of the drive source 21 corresponding to the operation amount of the throttle actuator 8a based on the measurement information of the rotational speed measurement unit 212. Then, the characteristic acquisition unit 222 acquires the gear range setting of the transmission 22 based on the measurement information of the gear information measurement unit 214. Then, the characteristic acquisition unit 222 acquires, from the output characteristic map, the wheel output corresponding to the operation amount of the throttle actuator 8a, the rotational speed of the drive source 21, and the gear range setting of the transmission 22.

[0032] Fig. Fig. 5 is a diagram illustrating an output characteristic diagram stored in the storage unit 227, in which the horizontal axis indicates the operation amount (throttle opening) of the throttle actuator 8a, the right vertical axis indicates the rotational speed (rpm) of the power source 21, and the left vertical axis indicates the rear wheel output (N). First gear, second gear, ..., and sixth gear indicate the gear range of the transmission 22. In the diagram shown in Fig. In the output characteristic diagram shown in FIG. 5, each straight line indicated by a dashed line indicates the relationship between the operation amount (throttle opening) of the throttle actuator 8a and the rotational speed (rpm) of the drive source 21. In addition, each curve indicated by a solid line indicates the relationship between the operation amount (throttle opening) of the throttle actuator 8a and the rear wheel output (rear wheel output torque: N).

[0033] For example, in the output characteristic diagram from Fig. 5, in a case where the parameter indicating the driving state is a throttle opening θ7, a rotational speed N3 of the drive source 21, and a gear range of the transmission 22 is sixth gear, a point A on a straight line 501 is determined. The wheel output (torque) corresponding to the state of the parameter indicating the driving state is determined by a point B on a curve 502. The characteristic acquisition unit 222 acquires the output characteristic information (wheel output T1) of the vehicle from the output characteristic diagram (501 and 502 of FIG. 5) using the parameters (θ7, N3, sixth gear) indicating the driver's driving state. Fig. 5).

[0034] It should be noted that in the output characteristic diagram from Fig. 5 the throttle opening on the horizontal axis itself in the case of the vehicle speed measured by the vehicle speed measuring unit 211 is similar, and the relationship between the horizontal axis indicating the vehicle speed is similar to the right vertical axis and the left vertical axis. (Comparison Unit 223)

[0035] The comparison unit 223 acquires driving position information and downforce characteristic information from a plurality of vehicles via the communication unit 224, specifies a predetermined position of a travel path on which the plurality of vehicles have traveled based on the driving position information, and acquires comparison information obtained by comparing the downforce characteristic information of each vehicle when the plurality of vehicles have traveled to the predetermined position within a predetermined period of time. Here, the communication unit 224 supports a communication protocol of an in-vehicle network and can acquire information about the own vehicle based on the communication protocol.Additionally, when other vehicles form the driving group, the communication unit 224 can perform data communication between other vehicles and the host vehicle through wireless communication. Additionally, when the server 250 forms the vehicle communication system, the communication unit 224 can perform data communication between the server 250 and the host vehicle through wireless communication.

[0036] The comparison unit 223 acquires, for example, the driving position information of the first vehicle 1A and the second vehicle 1B and the downforce characteristic information of the first vehicle 1A and the second vehicle 1B via the communication unit 224. For example, the comparison unit 223 of the first vehicle 1A acquires the driving position information and the downforce characteristic information of the own vehicle based on the communication protocol. In addition, the comparison unit 223 of the first vehicle 1A acquires the driving position information and the downforce characteristic information of the other vehicle (second vehicle 1B) via the communication unit 224 through wireless communication. Similarly, the comparison unit 223 of the second vehicle 1B acquires the driving position information and the downforce characteristic information of the own vehicle based on the communication protocol.In addition, the comparison unit 223 of the second vehicle 1B acquires the driving position information and the downforce characteristic information at the other vehicle (first vehicle 1A) via the communication unit 224 by wireless communication.

[0037] Then, based on the traveling position information of each vehicle, the comparison unit 223 specifies a predetermined position on the traveling path on which the first vehicle 1A and the second vehicle 1B have traveled, and acquires comparison information obtained by comparing the output characteristic information of the first vehicle 1A and the output characteristic information of the second vehicle 1B when the first vehicle 1A and the second vehicle 1B have traveled to the predetermined position within a predetermined period of time. Note that the acquisition of the comparison information may be performed by the comparison unit 223 of each vehicle, or the function of the comparison unit 223 may be performed by the arithmetic unit 252 of the server 250.In a case where the processing is performed on the server 250 side, the arithmetic unit 252 may acquire the driving position information and the downforce characteristic information of each vehicle via the communication unit 254 and acquire the comparison information. (Example of recording comparative information)

[0038] Fig. Fig. 6 is a diagram schematically illustrating driving of a plurality of vehicles forming a driving group. In Fig. 6, the driver of the first vehicle 1A is a first driver and the driver of the second vehicle 1B is a second driver.

[0039] ST61 indicates a state where the first vehicle 1A is traveling in front and the second vehicle 1B is traveling behind. A detection position 601 for the comparison information is any position on a travel path 600, and any position on the travel path 600 can be set based on time-series travel position information. ST61 indicates a state where the first vehicle 1A has reached the detection position 601 for the comparison information.

[0040] ST62 indicates a state in which, after the first vehicle 1A reaches the comparison information acquisition position 601, after a predetermined time has passed, the second vehicle 1B reaches the comparison information acquisition position 601. A condition for acquiring the comparison information is that a following vehicle reaches the comparison information acquisition position 601 within a predetermined time. In the case of a tour trip, it is assumed that the vehicles travel at predetermined intervals in the travel group. Therefore, for example, in a case where the second vehicle 1B reaches the comparison information acquisition position 601 after a predetermined time has passed, the comparison unit 223 does not acquire the comparison information.

[0041] Fig. 7 is a diagram illustrating a relationship between the driving position information and the output characteristic information (rear wheel output) acquired in time series. A dashed line 701 represents a relationship between the driving position information and the output characteristic information (rear wheel output) acquired by the first vehicle 1A. A solid line 702 represents a relationship between the driving position information and the output characteristic information (rear wheel output) acquired by the second vehicle 1B.

[0042] The comparison unit 223 specifies a predetermined position (detection position 601 of the comparison information) on the travel path (600 in Fig. 6) on which the first vehicle 1A and the second vehicle 1B have traveled, based on the traveling position information, and acquires comparison information obtained by comparing the output characteristic information (701) of the first vehicle 1A and the output characteristic information (702) of the second vehicle 1B when the first vehicle 1A and the second vehicle 1B have traveled to the predetermined position within a predetermined period of time. Here, the comparison information is information obtained by a difference between the output characteristic information (701) of the first vehicle 1A and the output characteristic information (702) of the second vehicle 1B, and the comparison unit 223 calculates, as the comparison information, a difference (output difference DIF) between the wheel output of the first vehicle 1A and the wheel output of the second vehicle 1B. (Notification unit 225) (Notification of output difference and operation amount)

[0043] The notification unit 225 causes a display device 228 (meter panel MP) to display a notification based on the downforce difference calculated by the processing of the comparison unit 223. Here, the notification unit 225 causes the display device to display a notification when the downforce difference is equal to or greater than a predetermined value. Each vehicle is provided with the display device 228, which displays various types of information to the driver, and the notification unit 225 causes the display device 228 to display a notification.

[0044] For example, in a case where the output difference is equal to or greater than a predetermined value, the notification unit 225 turns on an indicator (not shown) of the display device 228. Alternatively, in a case where the output difference is equal to or greater than a predetermined value, the notification unit 225 may also cause the display device 228 to display the output difference as a numerical value.

[0045] In the first vehicle 1A and the second vehicle 1B, in a case where a target value of the wheel output for setting the output difference DIF to zero is set as a target wheel output, the notification unit 225 may display the target wheel output and the output difference DIF on a screen of the display device 228 when the output difference DIF is equal to or greater than a predetermined value. Here, in the first vehicle 1A and the second vehicle 1B, in a case where one vehicle is used as a reference, the wheel output of one vehicle becomes the target wheel output.

[0046] In addition, in a case where the output difference calculated by the processing of the comparison unit 223 is equal to or greater than a predetermined value, the notification unit 225 causes the display device 228 of the other vehicle to display the operation amount of the throttle actuator 8a as a notification based on the output difference, in order to bring the wheel output of the other vehicle closer to the wheel output of the one of the first vehicle 1A and the second vehicle 1B. For example, in a case where the output difference is equal to or greater than a predetermined value, the notification unit 225 may also cause the display device 228 to display the operation amount as a numerical value.Alternatively, in a case where the output difference is equal to or greater than a predetermined value, the notification unit 225 may display the operation amount on a screen displaying the target wheel output and the output difference DIF.

[0047] In the processing of the present embodiment, one vehicle and the other vehicle are decided based on a magnitude relationship of the output characteristic information (wheel output). For example, the comparison unit 223 determines a vehicle having a smaller wheel output than one of the first vehicle 1A and the second vehicle 1B, and determines a vehicle having a larger wheel output than the other of the first vehicle 1A and the second vehicle 1B. In the example of Fig. 7, the comparison unit 223 determines a vehicle that has a smaller wheel drive (second vehicle 1B: 702) as one vehicle. Additionally, the comparison unit 223 determines a vehicle (first vehicle 1A: 701) that has a greater wheel drive than the other vehicle.

[0048] It should be noted that when determining one vehicle and the other vehicle, the current wheel outputs may be compared, or an average value of the wheel outputs may be compared based on historical information of time-series wheel outputs within a predetermined period (time). In addition, a variation range of the wheel output may be obtained based on a difference between the maximum value and the minimum value of the wheel output based on the historical information of the time-series wheel output within a predetermined period (time), and the variation range of the wheel output may be compared.The time-series history information of the wheel output is stored in the storage unit 227, and the comparison unit 223 acquires the time-series history information of the wheel output from the storage unit 227 and performs calculation processing, whereby the average value of the wheel outputs and the variation range of the wheel outputs can be acquired. Note that, in order to effectively utilize the storage area of ​​the storage unit 227, the storage unit 227 can store the wheel output history information for a predetermined period in a ring buffer format and update the wheel output history information for each period.

[0049] In a case of comparing the average wheel output values, the comparison unit 223 acquires the average wheel output value of each vehicle based on the time-series wheel output history information within a predetermined period of time. The comparison unit 223 determines a vehicle having a smaller average wheel output value in a predetermined period of time than one of the first vehicle 1A and the second vehicle 1B, and determines a vehicle having a larger average wheel output value in the predetermined period of time than the other of the first vehicle 1A and the second vehicle 1B.

[0050] Additionally, in a case of comparing the variation ranges of the wheel outputs, the comparison unit 223 acquires the variation range of the wheel output based on a difference between the maximum value and the minimum value of the wheel output of each vehicle based on the time-series wheel output history information within a predetermined period of time. The comparison unit 223 determines a vehicle having a smaller variation range of the wheel output in a predetermined period of time than one of the first vehicle 1A and the second vehicle 1B, and determines a vehicle having a larger variation range of the wheel output in the predetermined period of time than the other of the first vehicle 1A and the second vehicle 1B.

[0051] As a result, within a predetermined period (time), it is possible to adjust the wheel output of the other vehicle to the wheel output of the one vehicle that is running stably.

[0052] In addition, the notification unit 225 causes the display device 228 of the other vehicle specified based on the result of a determination by the comparison unit 223 to display the operation amount of the throttle valve actuator 8a. Fig. 10 is a diagram illustrating a display example of an output difference of the wheel output of the other vehicle with respect to the target wheel output (wheel output of the one vehicle). ST101 illustrates a state in which an output difference 1003 of the wheel output is on the positive side with respect to the target wheel output. In this case, the notification unit 225 causes the display device 228 to display an operation amount 1001 to bring the output difference 1003 on the positive side closer to the target wheel output. In the state shown in ST101, the driver of the other vehicle can travel in a state in which the output difference 1003 matches the target wheel output by operating the throttle actuator 8a to adjust the traveling speed between the vehicles.

[0053] Additionally, ST102 represents a state in which an output difference 1004 of the wheel output is on the negative side with respect to the target wheel output. In this case, the notification unit 225 causes the display device 228 to display an operation amount 1002 to bring the output difference 1004 on the negative side closer to the target wheel output. In the state shown in ST102, the driver of the other vehicle can drive in a state in which the output difference 1004 matches the target wheel output by operating the throttle actuator 8a to adjust the traveling speed between the vehicles.Based on the notification of the output differences 1003 and 1004 and the notification of the operation amounts 1001 and 1002 by the notification unit 225, the driver of the other vehicle operates the throttle actuator 8a, and thereby it is possible to adjust the traveling speed between the vehicles. (Operational intervention by the comparison unit 223)

[0054] In the vehicle communication system STM of the present embodiment, in addition to the notification of the downforce difference and the display of the operation amount by the notification unit 225, the operation intervention control can be performed by the comparison unit 223 to adjust the traveling speed between the vehicles. The comparison unit 223 performs operation intervention control for controlling the rotation of the throttle actuator 8a of the other vehicle to adjust the traveling speed between the vehicles.

[0055] Fig. 11 is a diagram illustrating a configuration of operation intervention by the comparison unit 223. The comparison unit 223 outputs the control signal for actuating the throttle actuator 8a based on the measurement information measured by the measuring device 210 to bring the wheel output of the other vehicle closer to the wheel output of the one vehicle. The comparison unit 223 receives, for example, input of various types of measurement information measured by the vehicle speed measurement unit 211, the rotational speed measurement unit 212, the throttle opening measurement unit 213, and the gear information measurement unit 214, generates the control signal for actuating the throttle actuator 8a based on the input measurement information, and outputs the control signal to the actuating mechanism 201.Here, the control signal generated by the comparison unit 223 is a signal for controlling the rotation (rotation angle) of the throttle actuator 8a via the operating mechanism 201. The rotation (rotation angle) of the throttle actuator 8a corresponds to the values ​​shown in . Fig. 10 shown actuation amounts 1001 and 1002 (= radius of the throttle valve actuation device 8a × angle of rotation).

[0056] The actuating mechanism 201 is an actuator, such as a motor, which generates a rotational force based on the control signal from the comparison unit 223. A drive gear 352 is attached to an output shaft 351 of the actuating mechanism 201, and a driven gear 353, which is configured to be rotatable integrally with the throttle actuator 8a, is attached to the rotating shaft of the throttle actuator 8a. The drive gear 352 can transmit the rotational force by meshing with the driven gear 353.

[0057] The rotational force generated by the actuating mechanism 201 is transmitted to the throttle actuator 8a via the drive gear 352 and the driven gear 353. The throttle actuator 8a operates (rotates) based on the transmitted rotational force. The actuation (rotation) of the throttle actuator 8a based on the control signal corresponds to the Fig. 10 shown actuation amounts 1001 and 1002.

[0058] The first vehicle 1A and the second vehicle 1B include the operating mechanism 201, which operates the throttle actuator 8a based on the control signal generated by the comparison unit 223, and the operating mechanism 201 operates (rotates) the throttle actuator 8a based on the control signal generated by the comparison unit 223. Even in a case where the driver cannot operate the throttle actuator 8a with a predetermined operation amount, it is possible to adjust the traveling speed between the vehicles through the operation intervention control by the vehicle communication system STM. (Control unit 226)

[0059] The control unit 226 controls the output of the drive source 21 according to the opening degree of the throttle actuator 8a, which is mounted so as to be rotatable. The control unit 226 controls the output of the drive source 21 based on the throttle opening measurement information by the throttle opening measurement unit 213. [Vehicle overview]

[0060] Fig. 3 is a right side view of the vehicle 1 according to the embodiment and Fig. 4 is a diagram of the vehicle 1 viewed from the driver's side in the vehicle width direction. In each drawing, arrows X, Y, and Z indicate directions orthogonal to each other, where an X direction indicates a front-rear direction (first direction) of the vehicle, a Y direction indicates a vehicle width direction (left-right direction: second direction) of the vehicle, and a Z direction indicates an up-down direction (third direction). The left and right of the vehicle are left and right when viewed in a forward direction. Hereinafter, a front or a rear of the vehicle in the front-rear direction may be simply referred to as a front or a rear. In addition, an inside or an outside of the vehicle in the vehicle width direction (left-right direction) may be simply referred to as an inside or an outside.It should be noted that in the following description, the first vehicle 1A and the second vehicle 1B, which form the driving group GR, may be collectively referred to simply as the vehicle 1. It should be noted that the in . Fig. 3 are examples and the vehicles forming driving group GR are not limited to vehicles of the same vehicle type and may be vehicles of different vehicle types.

[0061] The vehicle 1 is a touring motorcycle suitable for long-distance travel, but the present invention is applicable to various types of vehicles, including other forms of motorcycles. In addition, the present invention can also be applied to a vehicle such as an electric vehicle (EV) that runs on an electric motor powered by electric power supplied from a battery, or a fuel cell vehicle (FCV) that runs on an electric motor powered by electric power supplied from a fuel cell as a power source in addition to the engine.

[0062] The vehicle 1 includes a power unit 2 between a front wheel FW and a rear wheel RW. In the present embodiment, the power unit 2 includes the drive source 21 and the transmission 22. The driving force of the transmission 22 is transmitted to the rear wheel RW via a drive shaft (not shown) to rotate the rear wheel RW (drive wheel). The rotating shaft of the drive source 21 is mechanically connected to the rear wheel RW (drive wheel) of the vehicle 1 through a predetermined gear range of the transmission 22.

[0063] The power unit 2 is supported by a vehicle body frame 3. The vehicle body frame 3 includes a pair of left and right main frames 31 extending in the X direction. The display device 228 (meter panel), which displays various types of information to the driver, is provided above the main frames 31.

[0064] At the front end portion of the main frame 31, a head pipe 32 is provided for rotatably supporting a steering shaft (not shown), which is rotated by the throttle actuator 8a (right handle lever) and a left handle lever 8b. A pair of left and right pivot plates 33 are provided at the rear end portions of the main frames 31. The lower end portions of the pivot plates 33 and the front end portions of the main frames 31 are connected by a pair of left and right lower arms (not shown), and the power unit 2 is supported by the main frames 31 and the lower arms. A pair of left and right seat rails provided at the rear end portions of the main frames 31 support a seat 4a on which the driver sits, a seat 4b on which a passenger sits, a rear trunk 7b, and the like.A left and a right saddle backrest 7a are provided on the upper lateral side of the rear wheel RW.

[0065] At the front end portion of the main frame 31, a front suspension mechanism 9 is formed, which supports the front wheel FW. The front suspension mechanism 9 includes an upper link 91, a lower link 92, a fork support body 93, a damper unit 94, and a pair of left and right front forks 95.

[0066] The upper link member 91 and the lower link member 92 are arranged at the front end portion of the main frame 31 such that they are spaced apart from each other in the up-down direction. The front end portion of each of the upper link member 91 and the lower link member 92 is pivotally connected to the fork support body 93. The upper link member 91 and the lower link member 92 extend in the front-back direction and are arranged substantially parallel to each other.

[0067] The damping unit 94 has a structure in which a shock absorber is inserted into a coil spring, and an upper end portion of the damping unit 94 is pivotally supported by the main frame 31. The lower end portion of the damping unit 94 is pivotally supported by the lower link 92.

[0068] The fork support body 93 has a tubular shape and is inclined rearward. The front end portion of the upper link member 91 is rotatably coupled to an upper front portion of the fork support body 93. The front end portion of the lower link member 92 is rotatably coupled to a lower rear portion of the fork support body 93.

[0069] A steering shaft 96 is supported by the fork support body 93 so as to be rotatable about the axis of the steering shaft 96. The steering shaft 96 includes a shaft portion (not shown) into which the fork support body 93 is inserted. A bridge (not shown) is provided at the lower end portion of the steering shaft 96, and the pair of left and right front forks 95 are supported by the bridge. The front wheel FW is rotatably supported by the front forks 95. The upper end portion of the steering shaft 96 is coupled to the handlebars 11 (steering shaft), which are rotated by the throttle actuator 8a (right handle lever) and the left handle lever 8b via a link member 97. The steering shaft 96 is rotated by the steering of the throttle actuator 8a (right handle lever) and the left handle lever 8b, and the front wheel FW is steered.An upper portion of the front wheel FW is covered with a fender 10 and the fender 10 is supported by the front forks 95.

[0070] The front portion of the vehicle 1 is covered with a front cover 12, and the side portions at the front of the vehicle 1 are covered with a pair of left and right side covers 14. A glass 13 is arranged above the front cover 12. The glass 13 is a windshield that reduces wind pressure exerted on the driver during driving, for example, a transparent resin member. A pair of left and right side mirror units 15 are arranged on lateral sides of the front cover 12. The side mirror units 15 house side mirrors for the driver to visually observe the rear.

[0071] The handlebars 11 are provided symmetrically with respect to the left-right center (the center in the vehicle width direction) of the vehicle body and are formed, for example, from left and right handle members separated from each other. The handlebars 11 formed from the left and right handle members extend obliquely upward from the upper end portion of the steering shaft 96 toward the left-right outer sides. The throttle actuator 8a (right handle lever) and the left handle lever 8b extend downward from the end portions of the handlebars 11 toward the rear and lower side of the vehicle. Each of the throttle actuator 8a (right handle lever) and the left handle lever 8b is formed from a cylindrical member that extends linearly.

[0072] The throttle actuator 8a (right handle lever) is rotatably supported on the tip side (the left-right outer sides of the vehicle body) of the right handle bar 11. The vehicle 1 includes a hydraulic brake device, and a front brake lever 16a as an operating member of the brake device is provided in front of the right throttle actuator 8a. In addition, the vehicle 1 includes a hydraulic clutch device, and a clutch lever 16b as an operating member of the clutch device is provided in front of the left handle lever 8b.

[0073] A housing 80, which rotatably supports the throttle actuator 8a, is provided at a base end portion of the throttle actuator 8a (right handle lever). Various handle switches 202 (handle SW) are provided in the housing 80. A rotary support member (bearing) (not shown) is provided inside the housing 80, and the throttle actuator 8a is rotatably supported by the rotary support member. Additionally, the operating mechanism 201 is provided in the housing 80, which operates (rotates) the throttle actuator 8a based on the control signal generated by the comparison unit 223 of the ECU 220.

[0074] The throttle actuator 8a has a hollow structure and includes a resin-made sleeve forming an inner layer of the throttle actuator 8a, and a rubber-made grip main body integrally attached to an outer periphery of the sleeve. The operating mechanism 201 may be provided, for example, inside the housing 80 or inside the throttle actuator 8a, which has a hollow structure. In addition, the output shaft of the operating mechanism 201 may be connected to the rotating shaft of the throttle actuator 8a through a joint or the like without passing through the drive gear 352 and the driven gear 353, and the rotating force generated by the operating mechanism 201 may be transmitted to the throttle actuator 8a. [Processing flow 1 in the vehicle communication system STM]

[0075] Fig. Fig. 8 is a diagram illustrating a processing flow of the vehicle communication system STM according to the embodiment. The processing flow 1 of Fig. 8 can be executed on each vehicle constituting the driving group GR. Note that the processing of the ECU 220 of each vehicle can also be performed by the portable terminal (the control unit 231 of the first terminal device 230 and the control unit 241 of the second terminal device 240) carried by the driver of each vehicle. For example, in a case where the control unit 231 of the first terminal device 230 performs processing, the control unit 231 reads a program stored in the storage unit 235 and executes the program, so that the control unit 231 can perform processing similar to that of the position detection unit 221, the characteristic detection unit 222, the comparison unit 223, and the notification unit 225 in the ECU 220.In addition, in a case where the control unit 241 of the second terminal device 240 performs processing, the control unit 241 reads a program stored in the storage unit 245 and executes the program, so that the control unit 241 can perform processing similar to that of the position detection unit 221, the characteristic detection unit 222, the comparison unit 223, and the notification unit 225 in the ECU 220. Note that, instead of the positioning measurement unit 215 on each vehicle, a positioning measurement sensor mounted on the portable terminal may be used. In addition, instead of the display device 228 in each vehicle, an operation screen on the portable terminal may be used.

[0076] In S801, coupling is performed between the plurality of vehicles constituting the driving group GR. The drivers of each vehicle mutually exchange (transmit and receive) the identification information of each of the plurality of first vehicles 1A and second vehicles 1B participating in the tour via the communication device (communication unit 224) or the portable terminal (first terminal device 230, second terminal device 240), thereby establishing the coupling of the driving groups GR. The identification information of each vehicle constituting the driving group GR is transmitted from each vehicle to the server 250 via the network NET. In the processing flow of Fig. 8, an example of two vehicles (first vehicle 1A, second vehicle 1B) is described as the configuration of the driving group GR, but the driving group GR may be configured by three or more vehicles.

[0077] In addition to the identification information, specification information for comparing vehicle types in a plurality of vehicles is stored in the storage unit 227 of each vehicle, and the specification information is also exchanged (transmitted and received) between the vehicles when the identification information is mutually transmitted and received. The specification information includes, for example, information indicating driving performance, such as vehicle weight and driving resistance, as a parameter affecting wheel output. By comparing at least part of the information included in the specification information, it is possible to determine whether or not the own vehicle and the other vehicle constituting the driving group GR are of the same vehicle type.

[0078] In S811, the position detection unit 221 of the first vehicle 1A detects time-series travel position information of the first vehicle 1A based on the positioning signal received by the positioning measurement unit 215. The position detection unit 221 stores the detected time-series travel position information in the storage unit 227.

[0079] In S812, the characteristic acquisition unit 222 of the first vehicle 1A acquires the parameter indicating the driving state of the driver of the first vehicle 1A based on the measurement information by the measurement device 210. The characteristic acquisition unit 222 stores the time-series acquired parameter indicating the driving state in the storage unit 227. Here, the measurement information by the measurement device 210 includes various types of measurement information by the vehicle speed measurement unit 211, the rotational speed measurement unit 212, the throttle opening measurement unit 213, and the gear information measurement unit 214.In addition, the parameters indicating the driving state include the speed of the vehicle, the operation amount (throttle opening) of the throttle actuator 8a operated by the driver during driving, the rotational speed of the power source 21, the setting of the gear range of the transmission 22 connecting a rotational shaft of the power source 21 and a rotational shaft of the rear wheel (drive wheel) of the vehicle, and the like.

[0080] In S813, the characteristic acquisition unit 222 of the first vehicle 1A acquires the output characteristic information of the first vehicle 1A using the parameter indicating the driving state of the driver of the first vehicle 1A. The characteristic acquisition unit 222 stores the output characteristic information of the first vehicle 1A acquired in time series in the storage unit 227. Here, the output characteristic information includes, for example, the wheel output (torque) of the rear wheel (drive wheel) of the vehicle. For example, the output characteristic information of the first vehicle 1A includes at least the wheel output of the first vehicle 1A, and the output characteristic information of the second vehicle 1B includes at least the wheel output of the second vehicle 1B.

[0081] Processing similar to the processing from S811 to S813 will also be performed on the second vehicle 1B. That is, in S821, the position detection unit 221 of the second vehicle 1B detects time-series travel position information of the second vehicle 1B based on the positioning signal received from the positioning measurement unit 215. The position detection unit 221 stores the detected time-series travel position information in the storage unit 227.

[0082] In S822, the characteristic acquisition unit 222 of the second vehicle 1B acquires the parameter indicating the driving state of the driver of the second vehicle 1B based on the measurement information by the measurement device 210. The characteristic acquisition unit 222 stores the time-series acquired parameter indicating the driving state in the storage unit 227.

[0083] In S823, the characteristic acquisition unit 222 of the second vehicle 1B acquires the downforce characteristic information of the second vehicle 1B using the parameter indicating the driving state of the driver of the second vehicle 1B. The characteristic acquisition unit 222 stores the time-series acquired downforce characteristic information of the second vehicle 1B in the storage unit 227.

[0084] In the processing of S830, the comparison unit 223 of each vehicle compares the specification information acquired in S801 to determine whether the plurality of vehicles constituting the driving group GR have the same vehicle type or not.

[0085] In a case where the specification information of the first vehicle 1A and the specification information of the second vehicle 1B are the same based on the comparison of the specification information, the comparison unit 223 determines that the first vehicle 1A and the second vehicle 1B have the same vehicle type (YES in S830), and the processing proceeds to S850.

[0086] On the other hand, in a case where the specification information of the first vehicle 1A is different from the specification information of the second vehicle 1B (NO in S830), the comparison unit 223 determines that the first vehicle 1A and the second vehicle 1B have different vehicle types, and the processing proceeds to S840.

[0087] In S840, the comparison unit 223 sets a coefficient to match the specification information of the other vehicle with the specification information of the one vehicle of the first vehicle 1A and the second vehicle 1B using the specification information of the one vehicle as a reference.

[0088] For example, in a case where the vehicle weight of one vehicle is 200 kg as a reference and the vehicle weight of the other vehicle is 100 kg, the comparison unit 223 sets a coefficient of 2 to match the specification information (vehicle weight 100 kg) of the other vehicle to the specification information (vehicle weight 200 kg) of one vehicle. Then, the comparison unit 223 corrects the wheel drive of the other vehicle based on the set coefficient.

[0089] The same applies to a case of comparing the driving resistance as the specification information. The comparison unit 223 sets a coefficient to adjust the driving resistance ratio of the other vehicle to the driving resistance ratio of the one vehicle, and corrects the wheel drive of the other vehicle based on the set coefficient.

[0090] Even in a case where the vehicle types of the plurality of vehicles constituting the driving group are different, the specification information of each vehicle can be corrected to be the same using the set coefficient. As a result, in the comparison processing of the downforce characteristic information (wheel downforce) in S850, the downforce difference caused by the difference in the specification information (e.g., vehicle weight or driving resistance) of each vehicle can be reduced by correction.

[0091] In S850, the communication unit 224 of the first vehicle 1A transmits the driving position information and the downforce characteristic information of the first vehicle 1A acquired in S811 and S813 to the second vehicle 1B. In addition, the communication unit 224 of the second vehicle 1B transmits the driving position information and the downforce characteristic information of the second vehicle 1B acquired in S821 and S823 to the first vehicle 1A. As a result, the driving position information and the downforce characteristic information acquired at each vehicle are shared.

[0092] The comparison unit 223 of the first vehicle 1A acquires the traveling position information and the downforce characteristic information from the plurality of vehicles (own vehicle and second vehicle 1B) via the communication unit 224, specifies a predetermined position of a traveling path on which the plurality of vehicles have traveled based on the traveling position information, and acquires the comparison information obtained by comparing the downforce characteristic information of each vehicle when the plurality of vehicles have traveled to the predetermined position within a predetermined period of time.

[0093] In addition, the comparison unit 223 of the second vehicle 1B also performs similar processing. That is, the comparison unit 223 of the second vehicle 1B acquires the traveling position information and the output characteristic information from the plurality of vehicles (first vehicle 1A and the self-vehicle) via the communication unit 224, specifies a predetermined position of a traveling path on which the plurality of vehicles have traveled based on the traveling position information, and acquires the comparison information obtained by comparing the output characteristic information of each vehicle when the plurality of vehicles have traveled to the predetermined position within a predetermined period of time. The comparison unit 223 calculates, as the comparison information, a difference (output difference DIF) between the wheel output of the first vehicle 1A and the wheel output of the second vehicle 1B.

[0094] In S860, the notification unit 225 of each vehicle determines whether the difference (output difference) of the wheel outputs detected in S850 is equal to or greater than a predetermined value. If the output difference is not equal to or greater than the predetermined value (NO in S860), the processing returns to S850 and similar processing is repeated. On the other hand, if it is determined in S860 that the output difference is equal to or greater than the predetermined value (YES in S860), the processing proceeds to S870.

[0095] In S870, the notification unit 225 causes the display device 228 to display a notification of the output difference when the output difference is equal to or greater than a predetermined value. The notification unit 225 causes the display device 228 of the other vehicle to display the operation amount of the throttle actuator 8a as a notification based on the output difference, in order to bring the output of the other vehicle closer to the output of one of the first vehicle 1A and the second vehicle 1B.

[0096] Here, the determination of one vehicle and the other vehicle can be decided based on the magnitude relationship of the output characteristic information (wheel output). In addition, the average value of the wheel outputs can be compared based on the time-series history information of the wheel outputs within a predetermined period (time). In addition, a difference (a variation range of the wheel output) between the maximum value and the minimum value of the wheel output can be obtained based on the time-series history information of the wheel output within a predetermined period (time), and the variation range of the wheel output can be compared.

[0097] The comparison unit 223 of each vehicle determines, based on the acquired output characteristic information (wheel output), whether the host vehicle corresponds to one or the other vehicle. For example, in a case where the comparison unit 223 of the first vehicle 1A determines that the first vehicle 1A corresponds to the other vehicle, the notification unit 225 of the first vehicle 1A displays the output difference and the operation amount of the throttle actuator 8a, as shown in Fig. 10 shown.

[0098] In addition to the notification of the output difference and the display of the operation amount by the notification unit 225, the comparison unit 223 of the first vehicle 1A can perform the operation intervention control to adjust the traveling speed between the vehicles. The comparison unit 223 of the first vehicle 1A outputs the control signal for operating the throttle actuator 8a based on the measurement information measured by the measurement device 210 to bring the output of the other vehicle (first vehicle 1A) closer to the output of the one vehicle (second vehicle 1B) ( Fig. 11). The actuating mechanism 201 actuates (rotates) the throttle actuator 8a based on the control signal generated by the arithmetic unit 252 (comparison unit) of the server 250.

[0099] In a case where the arithmetic unit 252 (comparison unit) determines that the second vehicle 1B corresponds to the one vehicle, the arithmetic unit 252 (notification unit) does not generate the display control signal for the notification to the second vehicle 1B, and the notification unit 255 of the second vehicle 1B does not output a notification.

[0100] In addition, the arithmetic unit 252 (comparison unit) does not generate the control signal for the operation intervention control for the second vehicle 1B, and the comparison unit 223 of the second vehicle 1B does not perform the operation intervention control. In this case, since the traveling speed on the first vehicle 1A side is adjusted in the traveling group GR, the traveling speed between vehicles can be adjusted even in a case where the notification or the operation intervention control is not performed on the second vehicle 1B side. [Processing flow 2 in the vehicle communication system STM]

[0101] Fig. Fig. 9 is a diagram illustrating a processing flow of the vehicle communication system STM according to the embodiment. The processing flow 2 of Fig. 9 can be executed in each vehicle forming the driving group GR and the server 250).

[0102] The processing of S901 is similar to the processing of S801, and coupling is performed between a plurality of vehicles constituting the driving group GR. The drivers of each vehicle mutually exchange (transmit and receive) the identification information of each of the plurality of first vehicles 1A and second vehicles 1B participating in the tour trip via the communication device (communication unit 224) or the portable terminal (first terminal device 230, second terminal device 240), thereby establishing the coupling of the driving groups GR.In addition to the identification information, specification information for comparing vehicle types in a plurality of vehicles is stored in the storage unit 227 of each vehicle, and the specification information is also exchanged (transmitted and received) between the vehicles when the identification information is mutually transmitted and received.

[0103] The processing of S911 is similar to the processing of S811, and the position detection unit 221 of the first vehicle 1A detects time-series travel position information of the first vehicle 1A based on the positioning signal received by the positioning measurement unit 215. The position detection unit 221 stores the detected time-series travel position information in the storage unit 227.

[0104] The processing of S912 is similar to the processing of S812, and the characteristic acquisition unit 222 of the first vehicle 1A acquires the parameter indicating the driving state of the driver of the first vehicle 1A based on the measurement information by the measurement device 210. The characteristic acquisition unit 222 stores the time-series acquired parameter indicating the driving state in the storage unit 227.

[0105] In S913, the communication unit 224 of the first vehicle 1A transmits the time series driving position information acquired in S911 and the parameter indicative of the driving state of the driver of the first vehicle 1A acquired in S912 to the server 250. In addition, the communication unit 224 transmits as the information of the first vehicle 1A the parameter as shown in Fig. 5 shown downforce characteristic diagram in the first vehicle 1A to the server 250.

[0106] The processor of the server 250 reads the program stored in the storage unit 253 and executes the program, and thereby the arithmetic unit 252 can perform processing similar to those of the characteristic acquisition unit 222, the comparison unit 223, and the notification unit 225 in the ECU 220.

[0107] The processing of S914 is similar to the processing of S813, and the arithmetic unit 252 executes the processing similar to that of the characteristic acquisition unit 222 to acquire the output characteristic information of the first vehicle 1A using the parameter indicating the driving state of the driver of the first vehicle 1A. The arithmetic unit 252 can acquire the output characteristic information (wheel output) using the output characteristic diagram ( Fig. 5) by processing similar to that of the characteristic detection unit 222.

[0108] Processing similar to that of S911 and S912 is also performed on the second vehicle 1B. That is, in S921, the position detection unit 221 of the second vehicle 1B detects time-series travel position information of the second vehicle 1B based on the positioning signal received from the positioning measurement unit 215. The position detection unit 221 stores the detected time-series travel position information in the storage unit 227.

[0109] In S922, the characteristic acquisition unit 222 of the second vehicle 1B acquires the parameter indicating the driving state of the driver of the second vehicle 1B based on the measurement information by the measurement device 210. The characteristic acquisition unit 222 stores the time-series acquired parameter indicating the driving state in the storage unit 227.

[0110] In S923, the communication unit 224 of the second vehicle 1B transmits the time series driving position information acquired in S921 and the parameter indicative of the driving state of the driver of the second vehicle 1B acquired in S922 to the server 250. In addition, the communication unit 224 transmits as the information of the second vehicle 1B the parameter as shown in Fig. 5 shown downforce characteristic diagram in the second vehicle 1B to the server 250.

[0111] The processing of S924 is similar to the processing of S823, and the arithmetic unit 252 executes the processing similar to that of the characteristic acquisition unit 222 to acquire the output characteristic information of the second vehicle 1B using the parameter indicating the driving state of the driver of the second vehicle 1B. The arithmetic unit 252 can acquire the output characteristic information (wheel output) using the output characteristic diagram ( Fig. 5) by processing similar to that of the characteristic detection unit 222.

[0112] The processing of S930 is similar to the processing of S830, and the arithmetic unit 252 performs processing similar to that of the comparison unit 223. In the following description, the arithmetic unit 252 that performs processing similar to that of the comparison unit 223 may be referred to as "arithmetic unit 252 (comparison unit)." The arithmetic unit 252 (comparison unit) compares the specification information acquired in S901 to determine whether the plurality of vehicles constituting the driving group GR are of the same vehicle type or not.

[0113] In a case where the specification information of the first vehicle 1A and the specification information of the second vehicle 1B are the same based on the comparison of the specification information, the arithmetic unit 252 (comparison unit) determines that the first vehicle 1A and the second vehicle 1B have the same vehicle type (YES in S930), and the processing proceeds to S950.

[0114] On the other hand, in a case where the specification information of the first vehicle 1A is different from the specification information of the second vehicle 1B (NO in S930), the arithmetic unit 252 (comparison unit) determines that the first vehicle 1A and the second vehicle 1B have different vehicle types, and the processing proceeds to S940.

[0115] The processing of S940 is similar to the processing of S840, and the arithmetic unit 252 (comparison unit) sets a coefficient using the specification information of one vehicle as a reference to match the specification information of the other vehicle with the specification information of the one vehicle of the first vehicle 1A and the second vehicle 1B. The setting of the coefficient is performed as described in S840, and the arithmetic unit 252 (comparison unit) corrects the wheel output of the other vehicle based on the set coefficient.

[0116] The processing of S950 is similar to the processing of S850, and the arithmetic unit 252 (comparison unit) specifies a predetermined position of a travel path on which the plurality of vehicles have traveled based on the travel position information and acquires comparison information obtained by comparing the output characteristic information of each vehicle when the plurality of vehicles have traveled to the predetermined position within a predetermined period of time. Then, the arithmetic unit 252 (comparison unit) calculates, as the comparison information, a difference (output difference DIF) between the wheel output of the first vehicle 1A and the wheel output of the second vehicle 1B.

[0117] The processing of S960 is similar to the processing of S860, and the arithmetic unit 252 performs processing similar to that of the notification unit 225. In the following description, the arithmetic unit 252 that performs processing similar to that of the notification unit 225 may be referred to as "arithmetic unit 252 (notification unit)."

[0118] The arithmetic unit 252 (notification unit) determines whether the difference (output difference) of the wheel outputs detected in S950 is equal to or greater than a predetermined value. If the output difference is not equal to or greater than the predetermined value (NO in S960), the processing returns to S950 and similar processing is repeated. On the other hand, if it is determined in S960 that the output difference is equal to or greater than a predetermined value (YES in S960), the processing proceeds to S970.

[0119] The processing of S970 is similar to the processing of S870, and the arithmetic unit 252 (notification unit) generates the display control signal for causing the display device 228 to display the notification of the output difference when the output difference is equal to or greater than a predetermined value. The arithmetic unit 252 (notification unit) generates the display control signal for causing the display device 228 of the other vehicle to display the operation amount of the throttle actuator 8a as a notification based on the output difference in order to bring the output of the other vehicle closer to the output of one of the first vehicle 1A and the second vehicle 1B. Here, the determination of one vehicle and the other vehicle is performed as described in S870.The generated display control signal is transmitted to the other vehicle (for example, first vehicle 1A) via the communication unit 254.

[0120] The notification unit 225 of the first vehicle 1A, which is the other vehicle, performs reception processing of the display control signal transmitted from the server 250 and causes the display device 228 to display the notification and the operation amount based on the downforce difference based on the display control signal subjected to the reception processing ( Fig. 10). The notification unit 225 of the first vehicle 1A causes the display device 228 to display the notification and the operation amount based on the display control signal in a case where the downforce difference is equal to or greater than a predetermined value ( Fig. 10).

[0121] In addition to the downforce difference notification and the operation amount display by the arithmetic unit 252 (notification unit), the arithmetic unit 252 (comparison unit) can perform operation intervention control to adjust the traveling speed between the vehicles. The arithmetic unit 252 (comparison unit) acquires the measurement information measured by the measurement device 210 of each vehicle via the communication unit 254 and generates the control signal for operating the throttle actuator 8a based on the measurement information. The generated control signal is transmitted to the other vehicle (for example, the first vehicle 1A) via the communication unit 254.

[0122] The comparison unit 223 of the first vehicle 1A, which is the other vehicle, performs reception processing of the control signal transmitted from the server 250 and controls the operating mechanism 201 based on the received control signal. The operating mechanism 201 operates (rotates) the throttle actuator 8a based on the control signal generated by the comparison unit 223 of the first vehicle 1A.

[0123] In a case where the arithmetic unit 252 (comparison unit 223) determines that the second vehicle 1B corresponds to one vehicle, the notification or the operation intervention control for the second vehicle 1B is not performed. In this case, since the traveling speed is adjusted in the traveling group GR on the first vehicle 1A side, the traveling speed between vehicles can be adjusted even in a case where the notification or the operation intervention control for the second vehicle 1B is not performed. [Other embodiments]

[0124] In addition, a program for implementing each function of the vehicle communication system described in the embodiment is delivered to a server, each vehicle, or each driver's portable terminal via a network or storage medium, and one or more processors in a computer of the server, each vehicle, or each driver's portable terminal can read and execute the program. The present invention can also be realized in such an aspect. [Summary of embodiments]

[0125] The above embodiments disclose at least the vehicle communication system below.

[0126] Configuration 1. According to one aspect of the embodiments, there is provided a vehicle communication system that supports driving of a plurality of vehicles forming a driving group, the vehicle communication system being characterized in that at least one of a computing device (220) of the plurality of vehicles or a computing device (250) capable of performing communication with a communication device (224) of each of the plurality of vehicles, by performing communication with a positioning measuring device outside the vehicle, time series travel position information of each vehicle is acquired, using a parameter indicating a driving state of a driver of the vehicle detected on the basis of measurement information from vehicle state measuring means of the vehicle, calculates downforce characteristic information of the vehicle, based on the travel position information, specifies a predetermined position of a travel path on which the plurality of vehicles have traveled, and Comparative information obtained by comparing the downforce characteristic information of each vehicle when the vehicle has traveled to the predetermined position within a predetermined period of time is calculated.

[0127] According to the vehicle communication system of Configuration 1, as an objective index in the driving operation, the vehicle downforce characteristic information acquired using the parameter indicating the driving state of the vehicle by the driver is compared between the vehicles, the downforce characteristic information is compared between the plurality of vehicles traveling in real time, the index for adjusting the traveling speed is acquired, and the traveling speed between the plurality of vehicles can be adjusted more easily.

[0128] Configuration 2. The vehicle communication system is characterized in that it comprises at least a first vehicle (1A) and a second vehicle (1B) as the driving group of the plurality of vehicles, wherein the computing device (220, 250) specifies the predetermined position of the travel path on which the first vehicle and the second vehicle have traveled based on the travel position information of each vehicle, and calculates comparison information obtained by comparing output characteristic information of the first vehicle and output characteristic information of the second vehicle when the first vehicle and the second vehicle have traveled to the predetermined position within a predetermined period of time.

[0129] According to the vehicle communication system of Configuration 2, between the first vehicle and the second vehicle constituting the driving group, the downforce characteristic information of each vehicle acquired using the parameter indicating the driving state of the vehicle by the driver can be compared between the first vehicle and the second vehicle. Accordingly, by comparing the downforce characteristic information at the same driving position between the first vehicle and the second vehicle traveling in real time, it is possible to acquire more useful information for adjusting the driving speed between the two vehicles.

[0130] Configuration 3. The vehicle communication system is characterized in that the output characteristic information of the first vehicle comprises at least one wheel output of the first vehicle and the output characteristic information of the second vehicle comprises at least one wheel output of the second vehicle and the computing device (220, 250) calculates, as the comparison information, an output difference based on a difference between the wheel output of the first vehicle and the wheel output of the second vehicle.

[0131] According to the vehicle communication system of Configuration 3, by calculating the output difference based on the difference between the wheel outputs of each vehicle, it is possible to compare the behavior of the vehicle according to the driver's operation change without being influenced by the road surface.

[0132] Configuration 4. The vehicle communication system is characterized in that the computing device (220, 250) causes a display device to display a notification based on the downforce difference to the driver of the vehicle, and the computing device (220, 250) causes the display device to display the notification in a case where the downforce difference is equal to or greater than a predetermined value.

[0133] According to the vehicle communication system of Configuration 4, in a case where the output difference based on the difference between the wheel outputs of each vehicle is equal to or greater than the predetermined value, by transmitting a notification to the driver, it is possible for the driver to notice this by himself and adjust the driving speed more easily.

[0134] Configuration 5. The vehicle communication system is characterized in that the computing device (220, 250) controls an output of a drive source according to an operation amount of a throttle actuator which is supported so as to be rotatable, the output of the drive source is controlled based on measurement information from throttle opening measuring means for measuring the amount of operation, and in a case where the output difference is equal to or greater than a predetermined value, the computing device (220, 250) causes the display device of the other vehicle of the first vehicle and the second vehicle to display the operation amount of the throttle valve operating device as a notification based on the output difference in order to bring the wheel output of the other vehicle closer to the wheel output of the one vehicle.

[0135] According to the vehicle communication system of Configuration 5, when the driver notified by the vehicle communication system operates the throttle actuator, it is possible to easily adjust the traveling speed among the plurality of vehicles traveling in real time without the driver's operation.

[0136] Configuration 6. The vehicle communication system is characterized in that the computing device (220, 250) determines a vehicle which has a smaller wheel output than one of the first vehicle and the second vehicle and determines a vehicle which has a larger wheel output than the other of the first vehicle and the second vehicle and the computing device (220, 250) causes the display device of the other vehicle specified based on a result of the determination to display the operation amount of the throttle valve operating device.

[0137] According to the vehicle communication system of Configuration 6, it is possible to provide more stable and safer driving in the driving group of the plurality of vehicles by adjusting the wheel output of the other vehicle using the vehicle having a smaller wheel output in stable driving as a reference.

[0138] Configuration 7. The vehicle communication system is characterized in that the vehicle comprises an actuating mechanism for actuating the throttle valve actuating device based on a control signal generated by the computing device (220, 250) and the computing device (220, 250) outputs the control signal for actuating the throttle valve actuating device in order to bring the wheel output of the other vehicle closer to the wheel output of the one vehicle.

[0139] According to the vehicle communication system of Configuration 7, by operating the throttle actuator based on the control signal such that the wheel output of the other vehicle matches the wheel output of the one vehicle, it is possible to provide safer driving in the driving group of the plurality of vehicles regardless of the driver's operating skill level.

[0140] Configuration 8. The vehicle communication system is characterized in that the plurality of vehicles are connected such that the vehicles are capable of communicating with each other using a communication device mounted on each of the plurality of vehicles or a portable terminal (230, 240) carried by the driver of each vehicle, and is connected to a server to be capable of communicating.

[0141] According to the vehicle communication system of Configuration 8, information can be shared bidirectionally among the plurality of vehicles constituting the driving group. In addition, by performing communication between each of the plurality of vehicles and the server, it is possible to perform processing by distributing the processing with a high real-time characteristic. For example, in each vehicle, the driving position information and the downforce characteristic information are acquired, the server performs comparison processing of the downforce characteristic information among the plurality of vehicles, the processing can be distributed, and processing with a high real-time characteristic can be performed.

[0142] Configuration 9. The vehicle communication system is characterized in that the computing device (220, 250) acquires specification information for comparing vehicle types of the plurality of vehicles from the plurality of vehicles, in a case where, as a result of comparing the specification information, the first vehicle and the second vehicle are different vehicle types, the computing device (220, 250) sets a coefficient for normalizing, using the specification information of one of the first vehicle and the second vehicle as a reference, the specification information of the other vehicle, and the computing device (220, 250) corrects the wheel drive of the other vehicle on the basis of the coefficient.

[0143] According to the vehicle communication system of Configuration 9, even in a case where the plurality of vehicles constituting the driving group have different vehicle types, it is possible to correct the specification information of each vehicle to be the same using the set coefficient, and it is possible to reduce the downforce difference that may occur due to the difference in the specification information (for example, vehicle weight, driving resistance, and the like) of each vehicle by the correction in the comparison processing of the downforce characteristic information.

[0144] The factor of causing the downforce difference of the downforce characteristic information includes (a) a factor of the difference in the driving operation (for example, parameters indicating the driving state of the vehicle, such as the opening of the throttle actuator) of the driver and (b) a difference in the specification information (vehicle weight, driving resistance, and the like) of each vehicle in a case where the vehicle types are different.

[0145] According to the vehicle communication system of Configuration 9, in a case where the vehicle types are different, the downforce difference due to factor (b) can be reduced by correcting the downforce difference, which may be caused by the difference in the specification information of each vehicle. As a result, as an objective index of the driving operation, it is possible to compare the vehicle downforce characteristic information obtained using the parameter indicating the driver's driving state of the vehicle in accordance with a more realistic situation between the vehicles.

[0146] Configuration 10. The vehicle communication system is characterized in that a storage device provided in the vehicle or outside the vehicle stores an output characteristic diagram in which an operation amount of a throttle actuator operated by the driver during driving, a rotational speed of a drive source, a setting of a gear range of a transmission connecting a rotational shaft of the drive source and a rotational shaft of a rear wheel of the vehicle, and a wheel output indicating an output of the rear wheel of the vehicle are associated with each other, and the computing device (220, 250) detects, from the output characteristic diagram and as the parameter indicating the driving state of the driver, the wheel output corresponding to the operation amount of the throttle valve operating device, the rotational speed of the drive source and the setting of the gear range of the transmission, which are detected on the basis of measurement information of a measurement device.

[0147] Configuration 11. The vehicle communication system is characterized in that the computing device (220, 250) uses as the parameter indicating the driving state of the driver based on measurement information from the throttle opening measuring means, the amount of operation of the throttle valve actuating device, based on measurement information from speed measuring means, the speed of the drive source corresponding to the amount of operation of the throttle valve actuating device, on the basis of measurement information from a gear information measuring unit, the setting of the gear range of the transmission and from the output characteristic diagram, the wheel output is detected, which corresponds to the amount of operation of the gear range of the transmission, the speed of the drive source and the setting of the gear range of the transmission.

[0148] According to the vehicle communication systems of configurations 10 and 11, by acquiring the output characteristic information (wheel output) with reference to the output characteristic diagram, the load of the computational processing is reduced and a higher real-time property can be realized.

[0149] Configuration 12. The vehicle communication system is characterized in that the computing device (220, 250) detects an average value of the wheel output of each vehicle based on historical information of time series wheel outputs within a period of time, the computing device (220, 250) determines a vehicle which, of the first vehicle and the second vehicle, has a smaller average value of the wheel output than one vehicle within the predetermined period of time, and determines a vehicle which, of the first vehicle and the second vehicle, has a larger average value of the wheel output than the other vehicle within the predetermined period of time, and the computing device (220, 250) causes the display device of the other vehicle specified based on a result of the determination to display the operation amount of the throttle valve operating device.

[0150] Configuration 13. The vehicle communication system is characterized in that, based on historical information of time-series wheel outputs within a predetermined period, the computing device (220, 250) detects a variation range of the wheel output based on a difference between a maximum value and a minimum value of the wheel output of each vehicle, the computing device (220, 250) determines a vehicle which, of the first vehicle and the second vehicle, has a smaller range of variation in the wheel output than one vehicle within the predetermined period of time, and determines a vehicle which, of the first vehicle and the second vehicle, has a larger range of variation in the wheel output than the other vehicle within the predetermined period of time, and the computing device (220, 250) causes the display device of the other vehicle specified based on a result of the determination to display the operation amount of the throttle valve operating device.

[0151] According to the vehicle communication systems of configurations 12 and 13, by displaying the wheel output of one vehicle that is traveling stably within a predetermined period (time) using the displayed information as a reference, it is possible for the driver of the other vehicle to more easily adjust his wheel output to the wheel output of the one vehicle.

[0152] Configuration 14. According to another aspect of the embodiments, a vehicle is provided which forms a driving group, characterized in that a computing device (220) of the vehicle by performing communication with a positioning measuring device outside the vehicle, time series driving position information of the vehicle is acquired, using a parameter indicating a driving state of a driver of the vehicle detected on the basis of measurement information from vehicle state measuring means of the vehicle, calculates downforce characteristic information of the vehicle, specifies a predetermined position of a travel path on which the vehicle has traveled based on the travel position information, and Comparing information obtained by comparing the downforce characteristic information of the vehicle when the vehicle has traveled to the predetermined position within a predetermined period of time is calculated.

[0153] According to the vehicle of configuration 14, as an objective index in the driving operation, the vehicle downforce characteristic information acquired using the parameter indicating the driving state of the vehicle by the driver is compared between the vehicles, the downforce characteristic information is compared between the plurality of vehicles traveling in real time, the index for adjusting the traveling speed is acquired, and the traveling speed between the plurality of vehicles can be adjusted more easily.

[0154] The invention is not limited to the above embodiment and various variations / modifications are possible within the scope of the invention.

[0155] This application claims priority to Japanese Patent Application No. 2022-158646, filed on September 30, 2022, which is incorporated herein by reference. LIST OF REFERENCE SYMBOLS 1A first vehicle 1B second vehicle 8a Throttle valve actuation device 201 Actuating mechanism 210 Measuring device 211 Vehicle speed measuring unit 212 speed measuring unit 213 Throttle opening measuring unit 214 gear information measurement unit 215 Positioning measuring unit 220 ECU 221 Position detection unit 222 Characteristics acquisition unit 223 Comparison unit 224 Communication unit 225 Notification Unit 226 Control unit 227 storage unit 228 Display device (meter panel) 230 first terminal device 231 Control unit 233 Communication unit 240 second terminal device 241 Control unit 243 Communication unit 250 servers 251 Determination unit 252 computing unit 253 storage unit 254 Communication unit QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2013-7632

[0003] JP 2022-158646

[0155]

Claims

[1] A vehicle communication system that supports driving of a plurality of vehicles forming a driving group, the vehicle communication system characterized by is that at least one of a computing device of the plurality of vehicles or a computing device capable of communicating with a communication device of each of the plurality of vehicles, by performing communication with a positioning measuring device outside the vehicle, time series travel position information of each vehicle is acquired, using a parameter indicating a driving state of a driver of the vehicle detected on the basis of measurement information from vehicle state measuring means of the vehicle, calculates downforce characteristic information of the vehicle, based on the travel position information, specifies a predetermined position of a travel path on which the plurality of vehicles have traveled, and Comparative information obtained by comparing the downforce characteristic information of each vehicle when the vehicle has traveled to the predetermined position within a predetermined period of time is calculated. [2] Vehicle communication system according to claim 1, characterized by that it comprises at least a first vehicle and a second vehicle as the driving group of the plurality of vehicles, wherein the computing device specifies the predetermined position of the travel path on which the first vehicle and the second vehicle have traveled based on the travel position information of each vehicle, and calculates comparison information obtained by comparing output characteristic information of the first vehicle and output characteristic information of the second vehicle when the first vehicle and the second vehicle have traveled to the predetermined position within a predetermined period of time. [3] Vehicle communication system according to claim 2, characterized by , that the output characteristic information of the first vehicle comprises at least one wheel output of the first vehicle and the output characteristic information of the second vehicle comprises at least one wheel output of the second vehicle and the computing device calculates, as the comparison information, an output difference based on a difference between the wheel output of the first vehicle and the wheel output of the second vehicle. [4] Vehicle communication system according to claim 3, characterized by , that the computing device causes a display device to display a notification to the driver of the vehicle based on the downforce difference and the computing device causes the display device to display the notification in a case where the output difference is equal to or greater than a predetermined value. [5] Vehicle communication system according to claim 4, characterized by , that the computing device controls an output of a drive source according to an operation amount of a throttle actuator which is supported so as to be rotatable, the output of the drive source is controlled based on measurement information from throttle opening measuring means for measuring the amount of operation, and in a case where the output difference is equal to or greater than a predetermined value, the computing device causes the display device of the other vehicle of the first vehicle and the second vehicle to display the operation amount of the throttle actuator as a notification based on the output difference in order to bring the wheel output of the other vehicle closer to the wheel output of the one vehicle. [6] Vehicle communication system according to claim 5, characterized by , that the computing device determines a vehicle which has a smaller wheel drive than one of the first vehicle and the second vehicle and determines a vehicle which has a larger wheel drive than the other of the first vehicle and the second vehicle and the computing device causes the display device of the other vehicle specified based on a result of the determination to display the operation amount of the throttle valve operating device. [7] Vehicle communication system according to claim 6, characterized by , that the vehicle comprises an actuating mechanism for actuating the throttle valve actuating device based on a control signal generated by the computing device and the computing device outputs the control signal for actuating the throttle valve actuating device in order to bring the wheel output of the other vehicle closer to the wheel output of the one vehicle. [8] Vehicle communication system according to claim 1 or 2, characterized by that the plurality of vehicles are connected such that the vehicles are capable of communicating with each other using a communication device mounted on each of the plurality of vehicles or a portable terminal carried by the driver of each vehicle, and is connected to a server to be capable of communicating. [9] Vehicle communication system according to claim 2, characterized by , that the computing device acquires specification information for comparing vehicle types of the plurality of vehicles from the plurality of vehicles, in a case where, as a result of comparing the specification information, the first vehicle and the second vehicle are different vehicle types, the computing device sets a coefficient for normalizing, using the specification information of one of the first vehicle and the second vehicle as a reference, the specification information of the other vehicle, and the computing device corrects the wheel drive of the other vehicle based on the coefficient. [10] Vehicle communication system according to claim 2, characterized by , that a storage device, which is provided in the vehicle or outside the vehicle, stores an output characteristic diagram in which an operation amount of a throttle valve operating device operated by the driver during driving, a rotational speed of a drive source, a setting of a gear range of a transmission connecting a rotational shaft of the drive source and a rotational shaft of a rear wheel of the vehicle, and a wheel output indicating an output of the rear wheel of the vehicle are associated with each other, and the computing device detects from the output characteristic diagram and, as the parameter indicating the driving state of the driver, the wheel output corresponding to the operation amount of the throttle valve operating device, the rotational speed of the power source and the setting of the gear range of the transmission, which are detected based on measurement information of a measuring device. [11] Vehicle communication system according to claim 10, characterized by , that the computing device as the parameter indicating the driver’s driving condition, based on measurement information from the throttle opening measuring means, the amount of operation of the throttle valve actuating device, based on measurement information from speed measuring means, the speed of the drive source corresponding to the amount of operation of the throttle valve actuating device, on the basis of measurement information from a gear information measuring unit, the setting of the gear range of the transmission and from the output characteristic diagram, the wheel output is detected, which corresponds to the amount of operation of the gear range of the transmission, the speed of the drive source and the setting of the gear range of the transmission. [12] Vehicle communication system according to claim 6, characterized by , that the computing device records an average value of the wheel output of each vehicle based on historical information of time series wheel outputs within a period, the computing device determines a vehicle which, of the first vehicle and the second vehicle, has a smaller average value of the wheel output than one vehicle within the predetermined period of time, and determines a vehicle which, of the first vehicle and the second vehicle, has a larger average value of the wheel output than the other vehicle within the predetermined period of time, and the computing device causes the display device of the other vehicle specified based on a result of the determination to display the operation amount of the throttle valve operating device. [13] Vehicle communication system according to claim 6, characterized by , that based on historical information of time series wheel outputs within a predetermined period, the computing device detects a variation range of the wheel output based on a difference between a maximum value and a minimum value of the wheel output of each vehicle, the computing device determines a vehicle which, of the first vehicle and the second vehicle, has a smaller variation range of the wheel output than one vehicle within the predetermined period of time, and determines a vehicle which, of the first vehicle and the second vehicle, has a larger variation range of the wheel output than the other vehicle within the predetermined period of time, and the computing device causes the display device of the other vehicle specified based on a result of the determination to display the operation amount of the throttle valve operating device. [14] Vehicle forming a driving group, characterized by that a computing device of the vehicle by performing communication with a positioning measuring device outside the vehicle, time series driving position information of the vehicle is acquired, using a parameter indicating a driving state of a driver of the vehicle detected on the basis of measurement information from vehicle state measuring means of the vehicle, calculates downforce characteristic information of the vehicle, specifies a predetermined position of a travel path on which the vehicle has traveled based on the travel position information, and Comparing information obtained by comparing the downforce characteristic information of the vehicle when the vehicle has traveled to the predetermined position within a predetermined period of time is calculated.

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