Driving data output device, driving data measurement device, driving data measurement output device, and lean vehicle data processing device.

Abstract

Provided is a travel data output device capable of acquiring highly accurate travel data without relying on an action of a mounting person who mounts a detecting device on a moving body. A travel data output device 1 includes a travel data output processor 10 for outputting travel data in a coordinate system of a lean vehicle X on the basis of an output of a detecting device 30 that is mounted by a mounting person so as to be fixed to the lean vehicle X and that detects physical quantities related to a behavior of the lean vehicle X. The travel data output processor 10 performs coordinate system conversion processing on the basis of time-series travel data D1 for at least a speed-change cycle acquired during travel with a moving body orientation and a moving body speed based on the free will of the mounting person by the detecting device 30, which is mounted with a mounting orientation based on the free will of the mounting person, the time-series travel data D1 being different from data acquired by the detecting device 30 mounted with a predefined mounting orientation and data acquired by the detecting device 30 before the start of travel with a predefined moving body orientation.

Description

[Technical Field]

[0001] The present invention relates to a travel data output device, a travel data measurement device, a travel data measurement output device, and a lean vehicle data processing device. [Background Art]

[0002] A sensor mounted on a lean vehicle that leans to the left when turning left and leans to the right when turning right, and that detects a physical quantity related to the behavior of the lean vehicle is known. For example, Non-Patent Document 1 discloses that a physical quantity related to the behavior of the lean vehicle is detected by attaching a portable terminal incorporating the sensor to a handlebar of the lean vehicle.

[0003] In the configuration disclosed in Non-Patent Document 1, it is required that the portable terminal is firmly fixed to or around the handlebar of the lean vehicle in a pre-specified mounting posture so that the screen of the portable terminal is as perpendicular to the road as possible and the portable terminal does not tilt left or right.

[0004] Further, Patent Document 1 discloses a technique for determining whether a measuring device incorporating a sensor that detects a physical quantity related to the behavior of the lean vehicle is correctly attached to the lean vehicle. In other words, Patent Document 1 discloses that the measuring device needs to be attached to the lean vehicle in a pre-specified mounting posture.

[0005] Furthermore, for example, Patent Document 2 discloses a behavior information estimation method for estimating the behavior information of a lean vehicle that is capable of traveling on an inclined surface and is equipped with a stand member for self-balancing and stationary on an inclined surface, using a three-axis acceleration sensor. In the stationary measurement value acquisition step of Patent Document 2, acceleration measurement values ​​are acquired by the three-axis acceleration sensor in two states: an upright stationary state in which the lean vehicle is stationary while upright before the start of travel, and an inclined stationary state in which the lean vehicle is stationary while tilted using the stand member. Then, in the behavior information estimation method, the acceleration measurement values ​​of the three-axis acceleration sensor are transformed to match the vehicle coordinate system predetermined for the lean vehicle, based on the acceleration measurement values ​​measured in the posture of the lean vehicle predetermined before the start of travel. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2019-100821 [Patent Document 2] Japanese Patent Publication No. 2020-104786 [Non-patent literature]

[0007] [Non-Patent Document 1] "YAMAHA SR", Yamaha Motor Co., Ltd., [Searched May 18, 2021], Internet (https: / / www.yamaha-motor.co.jp / mc / life / apps / smartriding / faq / #c002) [Overview of the Initiative] [Problems that the invention aims to solve]

[0008] In the configurations disclosed in Non-Patent Document 1 and Patent Document 1 mentioned above, in order to improve the detection accuracy of physical quantities related to the behavior of the lean vehicle, it is necessary to match the mounting orientation of the sensor, which is mounted by the mounter, with the lean vehicle to a pre-instructed mounting orientation.

[0009] However, the mounting orientation of the sensor on the lean vehicle depends on the installation actions of the person mounting the sensor on the lean vehicle. Therefore, it is difficult to perfectly match the mounting orientation of the sensor on the lean vehicle with a pre-instructed mounting orientation. As a result, the detection accuracy of physical quantities related to the behavior of the lean vehicle depends on the actions of the person mounting the sensor. Consequently, it is difficult to improve the detection accuracy of physical quantities related to the behavior of the lean vehicle.

[0010] Furthermore, in the method disclosed in Patent Document 2 mentioned above, acceleration and angular velocity measurements are acquired by a 3-axis acceleration sensor and an angular velocity sensor in two states of the vehicle before the start of driving: an upright stationary state and an inclined stationary state. In the behavior information estimation method of Patent Document 2, as disclosed in paragraphs

[0056] and

[0065] of Patent Document 2, the user is instructed to maintain the "steering wheel pointed straight forward" in the two states of the vehicle: an upright stationary state and an inclined stationary state. This is in order to acquire measurement values ​​in two states in which only the roll direction posture changes without changing the pitch direction and yaw direction posture of the vehicle.

[0011] However, the operator's skill is required to point the steering wheel straight forward when the vehicle is stationary on an incline. This is because, generally, lean vehicles are designed to have a self-steering function in their body configuration, so when a lean vehicle is tilted, the steering wheel naturally turns. Therefore, in the behavior information estimation method of Patent Document 2, the posture of the lean vehicle on which the sensor is mounted when measuring acceleration before the start of driving depends on the operator's actions, making it difficult to match it with the pre-instructed posture of the lean vehicle. Consequently, it is difficult to improve the detection accuracy of physical quantities related to the behavior of the lean vehicle in the behavior information estimation method of Patent Document 2.

[0012] The present invention aims to provide a driving data output device, a driving data measurement device, a driving data measurement output device, and a lean vehicle data processing device that can acquire highly accurate driving data without depending on the actions of the person who mounts the detection device on the moving vehicle. [Means for solving the problem]

[0013] The inventors of this invention conducted a detailed study of driving data from a lean vehicle in order to obtain highly accurate driving data without depending on the actions of the person who mounts the detection device on the moving vehicle.

[0014] Unlike four-wheeled vehicles, lean vehicles tilt to the left when turning left and to the right when turning right. Also, because lean vehicles are narrower than four-wheeled vehicles, they may move laterally within the same lane even when driving in a straight line. For example, a lean vehicle may move to the right in order to turn right at an intersection, or to the left in order to turn left at an intersection. Furthermore, if a lean vehicle is driving in the center of a lane and there is a manhole or other obstacle in the center of the lane, it may move to either the left or right to avoid the manhole or obstacle, and then return to the center of the lane. In lean vehicles, the body tilts more significantly laterally when changing lanes within the same lane compared to four-wheeled vehicles. In contrast, four-wheeled vehicles hardly tilt laterally even when changing lanes within the same lane in this way.

[0015] When such a leaning vehicle changes direction within the same lane, causing the vehicle body to tilt, the lateral tilting behavior of the leaning vehicle body appears in the sensor output data of the sensor mounted on the leaning vehicle, even though the vehicle is traveling within the same lane.

[0016] As described above, prior art such as Non-Patent Document 1, Patent Document 1, and Patent Document 2 requires that the mounting orientation of the sensor, which is mounted by the mounter before the start of driving, be matched to a pre-specified mounting orientation on the lean vehicle, or that the orientation of the lean vehicle on which the sensor is mounted be matched to a pre-specified lean vehicle orientation when measuring acceleration before the start of driving. The present inventors believe that the prior art requires the above-mentioned mounting orientation of the sensor or the orientation of the lean vehicle because the sensor output data in the lean vehicle while driving has the characteristics described above.

[0017] Furthermore, the inventors found that because the sensor output data in the lean vehicle while it is in motion has the characteristics described above, it is difficult to apply sensor output data processing technology for four-wheeled vehicles, such as that used for sensor output data in four-wheeled vehicles, to lean vehicles.

[0018] Based on the above considerations, the inventors further examined the driving data of lean vehicles in order to obtain highly accurate driving data without depending on the actions of the person who mounts the detection device on the moving vehicle.

[0019] Depending on the application of sensor output data in lean vehicles, a certain amount of data measured by the sensors may be necessary. For example, when calculating insurance rates for lean vehicles or evaluating driver skills, a certain amount of data is required to ensure accuracy.

[0020] Here, in order to accumulate a certain amount of data, it is assumed that the lean vehicle will travel a corresponding distance. Furthermore, it is assumed that the lean vehicle's driving state until a certain amount of data is accumulated will include a mixture of straight-line scenes and turning scenes. These turning scenes will include left and right turns at intersections. Therefore, once a certain amount of data is accumulated, it will become easier to understand the trends in the lean vehicle's driving state.

[0021] The sensor output data of the predetermined amount of data only needs to include sensor output data for one speed change cycle. The speed change cycle means one cycle of speed change of the leaning vehicle during a period from when the moving body posture of the leaning vehicle and the moving body speed in the front-rear direction change from a predetermined state to when they return to the predetermined state.

[0022] If coordinate system alignment for aligning a sensor coordinate system having three coordinate axes with a moving body coordinate system can be performed in a state that satisfies the above conditions, adjustment of the mounting posture of the sensor in advance and calibration of the sensor can be omitted.

[0023] If coordinate system alignment can be performed with high accuracy without adjusting the mounting posture of the sensor in advance and calibrating the sensor in this way, user convenience can be improved.

[0024] Furthermore, although the above content is the examination result derived for leaning vehicles, as a result of further examination, the present inventors found that the above examination content can also be applied to other moving bodies. The reason is as follows. In a leaning vehicle, as described above, the roll behavior of the vehicle body appears prominently in the sensor data during turning. In contrast, for example, in a four-wheeled vehicle, the roll behavior does not tend to appear as extremely in the output data of the sensor during turning as in a leaning vehicle. For this reason, segmentation of driving scenes in the driving data of a four-wheeled vehicle is easier than in the case of a leaning vehicle. Therefore, the above examination content can also be applied to moving bodies with little roll behavior such as four-wheeled vehicles. Note that the above examination content can be applied not only to land moving bodies, but also to moving bodies that move on the water, under water, or in the air.

[0025] As a result of intensive studies as described above, the inventors have arrived at the following configuration for a travel data output device that outputs travel data based on detection data from the sensor, so that highly accurate travel data can be acquired while improving user convenience.

[0026] A driving data output device according to one embodiment of the present invention is a driving data output device having a driving data output processor that outputs driving data in the coordinate system of a mobile body based on the output of a detection device that is mounted on a mobile body so as to be fixed by the operator and detects physical quantities related to the behavior of the mobile body, wherein the driving data output processor outputs time-series data from the detection device which includes an acceleration sensor that outputs acceleration in three coordinate axis directions and is mounted on the mobile body in a mounting position of the operator's free will rather than a predetermined mounting position, and an angular velocity sensor that outputs angular velocity around three coordinate axes and is mounted on the mobile body in a mounting position of the operator's free will rather than a predetermined mounting position, and which includes the speed data of the mobile body, acceleration data in three coordinate axis directions in the coordinate system of the acceleration sensor, and angular velocity data around three coordinate axes in the coordinate system of the angular velocity sensor, after the mobile body's posture and the mobile body's velocity in the longitudinal direction change from a predetermined state while the mobile body is traveling in a mobile body posture and speed of the operator's free will rather than a predetermined mobile body posture and speed, At least the time-series driving data for the speed change cycle until it returns to the predetermined state is acquired, and using at least the time-series driving data for the speed change cycle from which the attitude and longitudinal speed of the moving body change from the predetermined state, and the time-series driving data for which the attitude and longitudinal speed of the moving body return to the predetermined state, the three coordinate axes in the coordinate system of the acceleration sensor and the angular velocity sensor are made parallel to or coincide with the three coordinate axes in the coordinate system of the moving body, and the longitudinal, vertical and horizontal directions relative to the acceleration sensor and the angular velocity sensor are made to match the longitudinal, vertical and horizontal directions relative to the moving body, respectively, by converting the coordinate system of the acquired time-series driving data for at least the speed change cycle from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the moving body and outputting it, so that it differs from the data acquired by the detection device mounted in a predetermined mounting attitude and the data acquired by the detection device before the start of driving in a predetermined moving body attitude.The detection device, mounted in a position determined by the operator's free will, is configured to perform coordinate system transformations based on time-series travel data for at least the speed change cycles acquired while traveling at the operator's free will, with the mobile body's position and speed determined by the operator.

[0027] In the configuration described above, time-series travel data for at least the number of speed change cycles is acquired, from when the attitude and longitudinal speed of the moving body change from a predetermined state until it returns to the predetermined state. The time-series travel data acquired in this way for the number of speed change cycles includes both the time-series travel data when changing from the predetermined state and the time-series travel data when returning to the predetermined state. In other words, the time-series travel data acquired in this way for the number of speed change cycles includes time-series travel data in different attitudes, acceleration states, and deceleration states. In addition, since the time-series travel data is a continuous set of data, calculations and statistical processing of the time-series travel data are easy. For this reason, for example, the yaw axis (Z axis) in the coordinate system of the moving body can be easily estimated by using the acceleration included in at least the time-series travel data for the number of speed change cycles. Also, for example, the linear travel scene and / or turning scene of the moving body can be easily estimated by using the velocity and angular velocity included in at least the time-series travel data for the number of speed change cycles. Furthermore, for example, the longitudinal direction of the moving body can be easily estimated by using the velocity and acceleration included in at least the time-series travel data for the number of speed change cycles. The aforementioned predetermined state may be a state in which the moving body is traveling at an extremely low speed or a state in which it is stopped.

[0028] Batch processing is performed on a certain amount of data, achieving both accuracy and convenience. In other words, with a sufficient amount of data, it is possible to convert the time-series driving data in the aforementioned sensor's coordinate system into time-series driving data in the moving object's coordinate system, without requiring the sensor to be mounted on the moving object in a pre-specified mounting orientation or performing special operations such as sensor calibration after mounting.

[0029] Therefore, it is possible to provide a driving data output device that can acquire highly accurate driving data without depending on the actions of the person who installs the detection device on the mobile body.

[0030] From another perspective, the driving data output device of the present invention preferably includes the following configuration: The driving data output processor aligns the first axis of the sensor coordinate system, which is one of the three coordinate axes in the coordinate system of the sensor, with the first axis of the mobile body coordinate system, which is one of the three coordinate axes in the coordinate system of the mobile body.

[0031] The aforementioned configuration reduces the degree of freedom in the conversion process of time-series travel data, making it easier to implement the conversion process of time-series travel data.

[0032] From another perspective, the driving data output device of the present invention preferably includes the following configuration. The driving data output processor aligns the first axis of the sensor coordinate system with the first axis of the mobile body coordinate system, with the direction of reference to the sensor in the first axis of the sensor coordinate system and the direction of reference to the mobile body in the first axis of the mobile body coordinate system.

[0033] The aforementioned configuration reduces the degree of freedom in the conversion process of time-series travel data, making it easier to implement the conversion process of time-series travel data.

[0034] From another perspective, the driving data output device of the present invention preferably includes the following configuration. The driving data output processor aligns the first axis of the sensor coordinate system with or coincides with the first axis of the mobile body coordinate system, and aligns the direction of reference of the sensor in the first axis of the sensor coordinate system with the direction of reference of the mobile body in the first axis of the mobile body coordinate system, and aligns the remaining coordinate axes of the three coordinate axes in the sensor coordinate system, other than the first axis of the sensor coordinate system, with the remaining coordinate axes of the three coordinate axes in the mobile body coordinate system, other than the first axis of the mobile body coordinate system, with the direction of reference of the sensor in the remaining coordinate axes other than the first axis of the sensor coordinate system, and aligns the direction of reference of the sensor in the remaining coordinate axes other than the first axis of the mobile body coordinate system with the direction of reference of the mobile body in the remaining coordinate axes other than the first axis of the mobile body coordinate system.

[0035] In the configuration described above, of the three coordinate axes in the sensor coordinate system to be processed, the first axis of the sensor coordinate system and its orientation are determined with respect to the first axis of the moving body coordinate system. Therefore, the degrees of freedom in the transformation process can be reduced accordingly. This makes the transformation process for the remaining coordinate axes easier.

[0036] From another perspective, the driving data output device of the present invention preferably includes the following configuration. The driving data output processor aligns the first axis of the sensor coordinate system with or coincides with the first axis of the mobile body coordinate system, and aligns the remaining coordinate axes of the sensor coordinate system, other than the first axis of the sensor coordinate system, with the remaining coordinate axes of the mobile body coordinate system, other than the first axis of the mobile body coordinate system, with or coincides with each other.

[0037] In the aforementioned configuration, one coordinate axis is aligned first, and then the remaining coordinate axes are aligned. This makes the calculation easier than aligning all three coordinate axes at once.

[0038] From another perspective, the driving data output device of the present invention preferably includes the following configuration: The first axis of the moving body coordinate system is either a vertical axis extending in the vertical direction in the coordinate system of the moving body or a longitudinal axis extending in the longitudinal direction in the coordinate system of the moving body.

[0039] In the configuration described above, the vertical axis in the coordinate system of the moving object corresponds to the direction of gravity, and the longitudinal axis in the coordinate system of the moving object corresponds to the direction of travel. By using the direction of gravity or the direction of travel as a reference in this way, it is easy to align the sensor coordinate system with the direction of gravity or the longitudinal direction of the moving object.

[0040] From another perspective, the driving data output device of the present invention preferably includes the following configuration. The first axis of the mobile body coordinate system is a vertical axis extending in the vertical direction in the coordinate system of the mobile body, and the driving data output processor aligns the first axis of the sensor coordinate system with or parallel to the vertical axis in the coordinate system of the mobile body, and with the first axis of the sensor coordinate system aligned with the direction of the vertical axis in the coordinate system of the mobile body, the second axis of the sensor coordinate system, which is one of the remaining coordinate axes of the sensor coordinate system, is aligned with or parallel to the longitudinal axis extending in the longitudinal direction in the coordinate system of the mobile body, thereby aligning the direction of the second axis of the sensor coordinate system with the direction of the longitudinal axis in the coordinate system of the mobile body.

[0041] In the aforementioned configuration, first, the processor for outputting driving data identifies the vertical axis and the direction of the vertical axis. The vertical axis in the coordinate system of the moving object corresponds to the direction of gravity. By using the direction of gravity as a reference in this way, it is easier to align the sensor coordinate system with the vertical axis of the moving object, and it is easier to align the direction relative to the sensor with the direction relative to the moving object.

[0042] Furthermore, after determining the vertical axis and direction of the vertical axis of the moving object, the remaining left-right axis and front-back axis can be aligned. At this time, by using time-series travel data of the velocity change cycle, it becomes easy to determine the front-back axis and direction of the front-back axis in the coordinate system of the moving object.

[0043] Therefore, the efficiency and accuracy of the coordinate axis transformation process are improved.

[0044] A driving data measurement device according to one embodiment of the present invention preferably includes the following configuration. The driving data measurement device is configured to be mountable on the mobile body and measures time-series driving data for at least the speed change cycles used for coordinate system transformation in the driving data output device. The driving data measurement device comprises a detection device including the acceleration sensor and the angular velocity sensor, and a measurement processor. The measurement processor acquires time-series driving data including time-series speed data of the mobile body, acceleration data in the three coordinate axis directions in the coordinate system of the acceleration sensor and angular velocity data around the three coordinate axes in the coordinate system of the angular velocity sensor, which are output time-series from the detection device, while the driving data measurement device is mounted on the mobile body in a mounting position of the free will of the mounter, rather than a mounting position predetermined by the mounter, and while the mobile body is traveling in a mobile body position and speed determined by the free will of the mounter, rather than a predetermined mobile body position and speed, and acquires time-series driving data including time-series speed data of the mobile body, acceleration data in the three coordinate axis directions in the coordinate system of the acceleration sensor and angular velocity data around the three coordinate axes in the coordinate system of the angular velocity sensor, which are output time-series from the detection device, and the acquired time-series driving Of the data, the time-series driving data, which includes at least the number of speed change cycles from when the driving posture and the forward / backward speed of the moving body change from a predetermined state to when it returns to the predetermined state, while the moving body is driving with a driving posture and speed determined by the free will of the person carrying it, rather than a predetermined driving posture and speed, is output in the coordinate system of the acceleration sensor and the angular velocity sensor, and in a format that can be converted by the driving data output processor of the driving data output device, rather than in a format that has been converted from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the moving body.

[0045] According to the above configuration, time-series driving data can be output in a format that can be transformed by the driving data output processor of the driving data output device. Therefore, the driving data measurement device can output time-series driving data suitable for the coordinate system transformation processing of the driving data output device.

[0046] Furthermore, according to the above configuration, it is possible to provide a driving data output device that can acquire highly accurate driving data without depending on the actions of the person who mounts the detection device on the mobile body.

[0047] From another perspective, the driving data measurement device of the present invention preferably includes the following configuration. The driving data measurement device further comprises a communication device for external communication, and the measurement processor outputs the time-series driving data acquired from the time-series driving data, including at least the speed change cycles from when the attitude and speed of the vehicle in the longitudinal direction change from a predetermined state to when it returns to the predetermined state, while the vehicle is driving with an attitude and speed determined by the free will of the person carrying it, rather than a predetermined attitude and speed of the vehicle, via the communication device to the outside of the driving data measurement device, in the coordinate system of the acceleration sensor and the angular velocity sensor, and in a format that can be converted by the driving data output processor of the driving data output device, rather than in a format that has been converted from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the vehicle.

[0048] According to the above configuration, a driving data measurement device is obtained for supplying time-series driving data to a driving data output device that performs coordinate transformation processing. This allows the driving data measurement device and the driving data output device to be implemented by separate devices. Thus, the present invention can be implemented by other devices.

[0049] From another perspective, the driving data output device of the present invention preferably includes the following configuration. The driving data output device performs the coordinate system transformation based on the time-series driving data for at least the speed change cycles acquired by the driving data measurement device. The driving data output device further comprises an external communication device, and the driving data output processor acquires the time-series driving data for at least the speed change cycles via the communication device, and uses both the time-series driving data acquired via the communication device when the attitude of the moving body and the speed of the moving body in the longitudinal direction change from a predetermined state and the time-series driving data when the attitude of the moving body and the speed of the moving body in the longitudinal direction return to the predetermined state to perform a coordinate system transformation on the acquired time-series driving data for at least the speed change cycles from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the moving body and output it.

[0050] According to the above configuration, a driving data output device is obtained that performs coordinate transformation processing based on time-series driving data supplied from a driving data measurement device. This allows the driving data measurement device and the driving data output device to be implemented by separate devices. Thus, the present invention can also be implemented by other devices.

[0051] A driving data measurement output device according to one embodiment of the present invention preferably includes the following configuration. The driving data measurement output device comprises the driving data output device and the driving data measurement device. The driving data output processor and the measurement processor consist of a single processor electrically connected to a memory and housed in a housing mounted on the mobile body. The single processor, with the housing mounted on the mobile body in a mounting position of the user's free will rather than a mounting position predetermined by the user, acquires time-series travel data including time-series velocity data of the mobile body, acceleration data in the three coordinate axis directions in the coordinate system of the acceleration sensor and angular velocity data around the three coordinate axes in the coordinate system of the angular velocity sensor, which are output time-series from the detection device, while the mobile body is traveling in a mobile body position and speed determined by the user's free will rather than a predetermined mobile body position and speed, and the single processor acquires time-series travel data including time-series velocity data of the mobile body, acceleration data in the three coordinate axis directions in the coordinate system of the acceleration sensor and angular velocity data around the three coordinate axes in the coordinate system of the angular velocity sensor, which are output time-series from the detection device, and from the acquired time-series travel data, which includes at least the number of velocity change cycles from when the mobile body position and the longitudinal direction of the mobile body change from a predetermined state to when they return to the predetermined state, while the mobile body position and the longitudinal direction of the mobile body are traveling in a mobile body position and speed determined by the user's free will rather than a predetermined mobile body position and speed, and the single processor acquires time-series travel data including time-series velocity data of the mobile body and angular velocity data The data is output to the memory in a format that can be converted by the driving data output processor, not in a format that has been transformed from the coordinate system of the speed sensor to the coordinate system of the moving body, and time-series driving data for at least the speed change cycle is acquired from the memory, and both the time-series driving data when the attitude of the moving body and the speed of the moving body in the longitudinal direction change from the predetermined state and the time-series driving data when the attitude of the moving body and the speed of the moving body in the longitudinal direction return to the predetermined state are used to make the three coordinate axes in the coordinate system of the acceleration sensor and the angular velocity sensor parallel to or coincide with the three coordinate axes in the coordinate system of the moving body, and the longitudinal, vertical and left-right directions relative to the acceleration sensor and the angular velocity sensor are made to be parallel to the longitudinal direction relative to the moving body.The acquired time-series driving data for at least the speed change cycle is transformed from the coordinate systems of the acceleration sensor and the angular velocity sensor to the coordinate system of the moving body, and output so that it matches the vertical and horizontal directions, respectively. This configuration ensures that, unlike data acquired by the detection device mounted in a predetermined mounting position and data acquired before the start of driving in a predetermined moving body position, the coordinate system transformation is based on time-series driving data for at least the speed change cycle acquired by the detection device mounted in a mounting position of the operator's free will, while driving at the moving body position and speed of the operator's free will.

[0052] According to the configuration described above, a driving data measurement and output device is obtained that has both the functions of a driving data output device and a driving data measurement device. This allows the driving data measurement and output device to perform coordinate transformation processing on its own. Furthermore, since communication between the driving data measurement device and the driving data output device is not required, it is possible to avoid being affected by the network.

[0053] A lean vehicle data processing device according to one embodiment of the present invention preferably includes the following configuration. The lean vehicle data processing device includes one of the following: the driving data output device, the driving data measurement device, and the driving data measurement output device. In the lean vehicle data processing device, the moving body includes a lean vehicle in which the vehicle body tilts to the left when turning left and tilts to the right when turning right, and the time-series driving data for at least the speed change cycles acquired by the driving data output processor and used for coordinate system transformation is acquired while driving with a moving body attitude and speed determined by the operator's free will, rather than a predetermined moving body attitude and speed, and is time-series driving data for speed change cycles from when the moving body attitude, including the tilting attitude in the left-right direction of the moving body, and the moving body speed in the front-rear direction change from a predetermined state until it returns to the predetermined state, and the coordinate system transformation is performed using the time-series driving data for at least the speed change cycles, including the change in the tilting attitude in the left-right direction of the moving body.

[0054] In a lean vehicle, if the vehicle body tilts due to a change of direction within the same lane, the lateral tilt behavior of the vehicle body will appear in the time-series driving data output by the detection device mounted on the vehicle, even though the vehicle is traveling within the same lane. According to the above configuration, highly accurate driving data can be obtained in accordance with the characteristics of the time-series driving data in such a lean vehicle, without depending on the actions of the person who installs the detection device on the lean vehicle.

[0055] The technical terms used herein are used solely for the purpose of defining specific embodiments and are not intended to limit the invention.

[0056] As used herein, "and / or" includes all combinations of one or more relatedly listed components.

[0057] In this specification, the use of “including,” “comprising,” or “having,” and variations thereof, identifies the presence of a described feature, process, operation, element, component, and / or equivalent thereof, but may include one or more of the steps, operations, elements, components, and / or groups thereof.

[0058] In this specification, “attached,” “connected,” “joined,” and / or their equivalents are used in a broad sense and include both “direct and indirect” attachments, connections, and combinations. Furthermore, “connected” and “joined” are not limited to physical or mechanical connections or combinations, but may include direct or indirect electrical connections or combinations.

[0059] Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meanings as those generally understood by those skilled in the art to which this invention pertains.

[0060] Terms as defined in commonly used dictionaries should be interpreted as having meanings consistent with their meanings in the context of the relevant technology and this disclosure, and not as ideal or overly formal unless expressly defined herein.

[0061] It is understood that several techniques and processes are disclosed in this description of the present invention. Each of these has its own individual benefit and may be used in conjunction with one or more, or possibly all, of the other disclosed techniques.

[0062] Therefore, for clarity, the description of this invention refrains from unnecessarily repeating all possible combinations of the individual steps. However, this specification and the claims should be read with the understanding that all such combinations are within the scope of the invention.

[0063] This specification describes embodiments of the driving data output device according to the present invention.

[0064] The following description includes numerous specific examples to provide a complete understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention can be carried out without these specific examples.

[0065] Therefore, the following disclosure should be considered as illustrative examples of the present invention and is not intended to limit the present invention to any specific embodiment shown by the following drawings or description.

[0066] [Lean vehicles] In this specification, a lean vehicle is a vehicle that turns in a tilted position. Specifically, a lean vehicle is a vehicle that tilts to the left when turning left and to the right when turning right. A lean vehicle may be a single-seater vehicle or a vehicle that can carry multiple people. Furthermore, a lean vehicle includes not only two-wheeled vehicles but also three-wheeled vehicles and four-wheeled vehicles, etc. In other words, there are no restrictions on the number of wheels or the presence or absence of wheels, and a lean vehicle includes all vehicles that turn in a tilted position. Also, a lean vehicle includes scooters, etc.

[0067] [Mobile] In this specification, "mobile device" means a device having a mobility mechanism for moving through space. A mobility mechanism includes devices driven by human power and devices equipped with power units such as engines and motors. A mobile device may or may not have wheels as its mobility mechanism. A mobile device includes ground mobile devices, water mobile devices, underwater mobile devices, and air mobile devices. Furthermore, such mobile devices include not only mobile devices driven by a pilot or driver, but also mobile devices that move autonomously.

[0068] The ground-based mobile device includes two-wheeled vehicles (e.g., motorcycles and bicycles) and four-wheeled vehicles (e.g., automobiles). The ground-based mobile device also includes devices having wheels, tracks, or other ground-based mobility mechanisms. The ground-based mobile device also includes snowbikes for moving on snow. The ground-based mobile device may have mobility mechanisms other than wheels, such as skis.

[0069] The aforementioned water-based moving body includes small and large vessels. Furthermore, the aforementioned water-based moving body includes a moving body that moves on the sea.

[0070] The aforementioned underwater mobile vehicles include submarines and ROVs (Remotely Operated Vehicles).

[0071] The aforementioned aerial moving object includes aircraft, so-called drones, and other unmanned aerial vehicles.

[0072] Furthermore, the aforementioned moving object also includes artificial satellites or spacecraft moving in orbit within the gravitational field.

[0073] In this specification, the term "moving body" may specifically refer to a moving body that moves in one direction and, at the start and end of its movement, is subjected to gravity acting downwards along its vertical axis while in a straight-line state.

[0074] [Three coordinate axes] In this specification, the three coordinate axes refer to the three mutually orthogonal axes: the X-axis, Y-axis, and Z-axis. The three coordinate axes are the coordinate axes when the reference object is located at the origin. For example, the coordinate system of a sensor is constructed by the three coordinate axes with respect to the sensor. For example, the coordinate system of a moving object is constructed by the three coordinate axes with respect to the moving object. In the case of a moving object, the three coordinate axes are also called the roll axis, which extends in the longitudinal direction relative to the vehicle; the pitch axis, which extends in the lateral direction relative to the vehicle; and the yaw axis, which extends vertically relative to the vehicle.

[0075] [Coordinate system of a moving object] In this specification, the coordinate system of a mobile body includes, but is not limited to, the coordinate system of the mobile body as designed; it also includes the coordinate system of the mobile body estimated based on the driving characteristics shown in the driving data; in other words, the coordinate system of a mobile body includes a coordinate system approximated to the coordinate system of the mobile body as designed.

[0076] [Physical quantities related to the behavior of moving objects] In this specification, physical quantities relating to the behavior of a moving body mean physical quantities that change as a result of the attitude or motion of the moving body. The physical quantities relating to the behavior of the moving body include at least one of the following: velocity, acceleration and deceleration in the three axial directions of the moving body ("forward and backward," "left and right," and "up and down"), and angle, angular velocity and angular acceleration around three axes (roll axis, yaw axis, and pitch axis).

[0077] [Physical quantity] In this specification, a physical quantity is a physical quantity obtained while a moving body is in motion, and includes at least one of the physical quantities related to the roll motion, yaw motion, and pitch motion of the moving body. The physical quantity is data that includes at least one piece of information such as velocity, acceleration, jerk, angle, angular velocity, angular acceleration, and position information for at least one of the roll, yaw, and pitch.

[0078] [Driving data] In this specification, driving data refers to data related to the driving of a moving object. The driving data includes data based on the output of sensors that detect physical quantities related to the behavior of the moving object. It may also include at least one of the following data: driving input data related to driving input to the moving object by the driver, driving behavior data related to the behavior of the moving object, driving position data related to the driving position of the moving object, and driving environment data related to the driving environment in which the moving object is traveling.

[0079] [Time-series travel data] In this specification, time-series driving data means driving data that is output in a time-series manner. Outputting in a time-series manner means that the data is output in chronological order according to the time. That is, the time-series driving data includes information that combines the driving data and the time at which the driving data was output.

[0080] [Direction relative to the object] In this specification, the direction relative to an object means the direction as seen from the object. If the object is a moving body, it is the direction as seen from the moving body. For example, if the moving body is a lean vehicle, it is the direction as seen from the driver riding in the lean vehicle. If the object is a sensor, it is the direction as seen from the sensor.

[0081] [Orientation of coordinate axes] In this specification, the orientation of a coordinate axis refers to the positive and negative directions of the coordinate axis. Aligning the orientations of two coordinate axes means, for example, aligning the positive directions of two coordinate axes.

[0082] [Acceleration in the three coordinate axis directions] In this specification, acceleration in the three coordinate axis directions means acceleration in directions parallel to the three axes (X, Y, and Z axes) of a coordinate system based on the object. If the object is, for example, a moving body, then acceleration in the three coordinate axis directions means acceleration in the three axes of the moving body: "forward / backward," "left / right," and "up / down." The three coordinate axis directions mean the directions in which the X, Y, and Z axes extend, respectively.

[0083] [Angular velocity around three coordinate axes] In this specification, angular velocity around the three coordinate axes means the angular velocity when the object rotates around the three axes (X, Y, and Z axes) of a coordinate system based on the object. If the object is, for example, a moving body, then angular velocity around the three coordinate axes means the angular velocity when the moving body rotates around the roll axis, pitch axis, and yaw axis.

[0084] [Velocity change cycle] In this specification, a speed change cycle means one period of speed change of a moving body during operation, from when the attitude and longitudinal speed of the moving body change from a predetermined state until they return to the predetermined state. The attitude of the moving body may be defined with respect to the direction of gravity. That is, the attitude of the moving body may be determined by the direction in which the vertical, horizontal, and longitudinal directions of the moving body are facing with respect to the direction of gravity. The predetermined state may be a stationary state of the moving body. The speed change cycle may mean, for example, one period of speed change of the moving body from when it starts moving from a stationary state until it stops. The attitude of the moving body at the beginning and end of the speed change cycle may be upright or inclined. The speed of the moving body at the beginning and end of the speed change cycle may be zero or other than zero. The time-series travel data for the speed change cycle may be part of or all of the time-series travel data acquired during one travel period from the start to the end of the travel, as long as it includes the period from when the attitude of the moving body and the speed of the moving body in the longitudinal direction change from a predetermined state until they return to the predetermined state. In other words, one or more speed change cycles may be included in one travel period.

[0085] [Velocity change cycle when the moving object is a lean vehicle] In this specification, if the moving object is a lean vehicle, the start, end, and one or more acceleration / deceleration intervals between the start and end of the speed change cycle may or may not include left and right turns at intersections and cornering on curves. The speed change cycle may include a stopped or very low-speed state. The predetermined state may be a stopped state in which the lean vehicle is upright with respect to the ground. The speed change cycle may be, for example, one cycle of the speed change of the lean vehicle from a stopped state in which the lean vehicle is upright with respect to the ground until the lean vehicle finally returns to a stopped state in which the lean vehicle is upright with respect to the ground. Furthermore, the stopped state of a lean vehicle includes not only the upright state of the lean vehicle, but also a parked state in which it is parked using the center stand or side stand, and a tilted state in which the driver has one foot on the ground when stopped, such as when waiting at a traffic light.

[0086] [Convert time-series travel data equivalent to at least one velocity change cycle in the sensor's coordinate system into time-series travel data equivalent to at least one velocity change cycle in the moving object's coordinate system.] In this specification, converting time-series travel data for at least one velocity change cycle in the sensor's coordinate system to time-series travel data for at least one velocity change cycle in the moving object's coordinate system means converting the time-series travel data for at least one velocity change cycle in the sensor's coordinate system to time-series travel data for at least one velocity change cycle in the moving object's coordinate system such that the three coordinate axes in the sensor's coordinate system are made parallel to or coincide with the three coordinate axes in the moving object's coordinate system, and the forward / backward, up / down, and left / right directions relative to the sensor match the forward / backward, up / down, and left / right directions relative to the moving object. [Effects of the Invention]

[0087] According to one embodiment of the present invention, it is possible to provide a driving data output device, a driving data measurement device, a driving data measurement output device, and a lean vehicle data processing device that can acquire highly accurate driving data without depending on the actions of the person who mounts the detection device on the moving vehicle. [Brief explanation of the drawing]

[0088] [Figure 1] Figure 1 is a diagram showing the schematic configuration of a driving data output device according to Embodiment 1 of the present invention. [Figure 2] Figure 2 is a block diagram showing the schematic configuration of the driving data output processor in the driving data output device shown in Figure 1. [Figure 3] Figure 3 illustrates the principle by which the coordinate transformation data generation unit shown in Figure 2 makes the three coordinate axes in the sensor's coordinate system parallel to the three coordinate axes in the lean vehicle's coordinate system, based on acceleration. [Figure 4] Figure 4 illustrates the principle by which the coordinate transformation data generation unit shown in Figure 2 adjusts the longitudinal, vertical, and lateral directions relative to the sensor to the longitudinal, vertical, and lateral directions relative to the lean vehicle, based on the angular velocity around the yaw axis and the angular velocity around the roll axis. [Figure 5] Figure 5 is a functional block diagram showing the schematic configuration of the coordinate transformation data generation unit of the driving data output device according to Embodiment 2 of the present invention. [Figure 6] Figure 6 is a diagram illustrating the principle by which the coordinate transformation data generation unit shown in Figure 5 determines front and back based on the Earth's magnetic field. (a) is a diagram showing the direction according to GPS, and (b) is a diagram showing the direction according to the Earth's magnetic field. [Figure 7] Figure 7 illustrates the principle by which the coordinate transformation data generation unit shown in Figure 5 determines the front and back based on the relationship between the acceleration obtained from GPS speed and the direction of the X-axis acceleration. (a) shows the case where the front and back are correct, and (b) shows the case where the front and back are incorrect. [Modes for carrying out the invention]

[0089] The following describes each embodiment with reference to the drawings. Note that the dimensions of the components in each drawing do not accurately represent the actual dimensions of the components or their dimensional ratios.

[0090] <Embodiment 1> A driving data output device according to Embodiment 1 of the present invention will be described with reference to Figures 1 to 4.

[0091] (Driving data measurement device) The driving data measurement device 5 is configured to be mounted on a lean vehicle X, and measures time-series driving data for at least the speed change cycles used for coordinate system transformation in the driving data output device 1 described later. The driving data measurement device 5 is implemented, for example, as a portable terminal Y.

[0092] The driving data measurement device 5 comprises a detection device 30 and a measurement processor 50.

[0093] The detection device 30 is built into a portable terminal Y that is mounted on the lean vehicle X in a mounting position of the operator's free will, rather than a pre-instructed mounting position. The detection device 30 includes sensors capable of detecting the speed of the lean vehicle X, acceleration in three axial directions (forward / backward, up / down, and left / right) relative to the detection device 30, and angular velocity around three axes (roll axis, yaw axis, and pitch axis).

[0094] The detection device 30 includes, for example, an inertial measurement unit (IMU) having an acceleration sensor 31 and an angular velocity sensor 32. The detection device 30 may also include sensors other than the IMU, as long as they are capable of detecting at least the speed of the lean vehicle X, the acceleration in the three coordinate axis directions in the coordinate system of the detection device 30, and the angular velocity around the three coordinate axes in the coordinate system of the detection device 30. The detection device 30 may also include other sensors in combination with the IMU.

[0095] Furthermore, the detection device 30 includes a GPS (Global Positioning System) mounted on the mobile terminal Y. The detection device 30 is a sensor capable of outputting the speed of the lean vehicle X based on GPS positioning data. The detection device 30 may also include a speed sensor capable of outputting speed independently of GPS positioning data. The detection device 30 may be combined with other sensors in addition to the GPS sensor. The detection device 30 may be combined with other sensors in addition to the speed sensor.

[0096] The detection device 30 may be a combination of one sensor capable of detecting one or more types of physical quantities from the speed of the lean vehicle X, acceleration in the three coordinate axis directions, and angular velocity around the three coordinate axes, and one or more sensors capable of detecting the remaining types of physical quantities. The detection device 30 may be capable of detecting at least one of the three-axis jerk, angle, or angular acceleration around the three axes.

[0097] The portable terminal Y, which serves as the driving data measurement device 5, is attached to the handlebars of the lean vehicle X. There are no particular restrictions on the person who attaches the portable terminal Y to the lean vehicle X; it may be the driver of the lean vehicle X or a technician who performs maintenance on the lean vehicle X.

[0098] Thus, the detection device 30, which is built into the handheld terminal Y attached to the handlebars of the leaning vehicle X, detects data on physical quantities related to the behavior of the leaning vehicle X in a coordinate system based on the detection device 30, and outputs it as driving data. In other words, the detection data detected by the detection device 30 is not data in a coordinate system based on the leaning vehicle X, but rather data in a coordinate system based on the detection device 30.

[0099] The driving data output by the detection device 30 includes physical quantities such as velocity in the three axes (forward / backward, up / down, and left / right) in the coordinate system of the detection device 30, acceleration and jerk in the three coordinate axis directions in the coordinate system of the detection device 30, and angles, angular velocity, and angular acceleration around the three coordinate axes (roll axis, yaw axis, and pitch axis) in the coordinate system of the detection device 30. The detection device 30 outputs the driving data to the driving data output device 1 in a time series.

[0100] Here, one cycle of the speed change of the lean vehicle X during the period from a predetermined state in which the lean vehicle X is upright relative to the ground (moving body posture) and has zero longitudinal velocity (moving body velocity) to the predetermined state in which the lean vehicle X is upright relative to the ground and has zero longitudinal velocity after accelerating or decelerating once or more times, is defined as one period of the speed change of the lean vehicle X.

[0101] The detection device 30 outputs driving data to the driving data output device 1 in a time series for at least the number of speed change cycles. Hereinafter, the driving data output by the detection device 30 in a time series will be referred to as "time series driving data".

[0102] As described above, the driving data measurement device 5 is mounted on the lean vehicle X as a moving body in a mounting position of the operator's free will, rather than a mounting position predetermined by the operator. With the driving data measurement device 5 mounted as described above, the detection device 30 acquires time-series driving data D1, which includes time-series speed data of the lean vehicle X as a moving body, and acceleration data in the three coordinate axis directions in the coordinate system of the acceleration sensor 31 and angular velocity data around the three coordinate axes in the coordinate system of the angular velocity sensor 32, both of which are output time-series from the detection device 30.

[0103] The measurement processor 50 outputs time-series driving data D1 to the driving data output device 1. Here, the time-series driving data D1 includes at least the speed change cycle portion from when the driving posture and longitudinal speed of the vehicle change from a predetermined state to when it returns to the predetermined state, while the vehicle is driving with a driving posture and speed determined by the operator's free will, rather than a predetermined driving posture and speed. Furthermore, the measurement processor 50 outputs the time-series driving data D1 in a format that is in the coordinate system of the acceleration sensor 31 and the angular velocity sensor 32, and that can be converted by the driving data output processor 10 of the driving data output device 1 described later, rather than in a format in which the coordinate system has been transformed from the coordinate system of the acceleration sensor 31 and the angular velocity sensor 32 to the coordinate system of the lean vehicle X as a moving object.

[0104] According to the above configuration, the time-series driving data D1 can be output in a format that can be transformed by the driving data output processor 10 of the driving data output device 1. Therefore, the driving data measurement device 5 can output time-series driving data suitable for the coordinate system transformation processing of the driving data output device 1.

[0105] (Driving data output device) Figure 1 is a diagram showing the schematic configuration of a driving data output device 1 according to Embodiment 1 of the present invention. The driving data output device 1 is a device that outputs driving data of the coordinate system of a lean vehicle X based on the output of a detection device 30 that is mounted on a lean vehicle X as a moving body by the operator and detects physical quantities related to the behavior of the lean vehicle X.

[0106] The driving data output device 1 includes a driving data output processor 10 and a memory 20.

[0107] The memory 20 may be a temporary storage memory, or it may be a non-volatile read / write storage medium such as flash memory or a hard disk. The memory 20 may have any configuration as long as it is capable of temporarily or permanently storing the data acquired or calculated by the driving data output processor 10.

[0108] Memory 20 stores time-series driving data D1 for at least one speed change cycle, which is output from a detection device 30 built into a portable terminal Y attached to the handlebars of the lean vehicle X.

[0109] In Figure 1, the time-series driving data D1 stored in memory 20 includes speed data D21, acceleration data D22, and angular velocity data D23 of the lean vehicle X.

[0110] Speed ​​data D21 is speed data relating to the speed of lean vehicle X while it is in motion. Speed ​​data D21 includes speed calculated based on changes in position detected by the GPS installed in the mobile terminal Y.

[0111] The acceleration data D22 includes data on acceleration in three coordinate axis directions in the coordinate system of the acceleration sensor 31, which is detected by the acceleration sensor 31 of the detection device 30 while the lean vehicle X is in motion.

[0112] The angular velocity data D23 includes data on the angular velocity when the vehicle body Xa is tilted to the left or right from an upright position, or when the vehicle body Xa is raised from a tilted position to the left or right, while the lean vehicle X is in motion. The angular velocity data D23 also includes data on the angular velocity in three coordinate axis directions in the coordinate system of the angular velocity sensor 32 of the detection device 30, which is detected while the lean vehicle X is in motion.

[0113] Memory 20 may also store data other than velocity data D21, acceleration data D22, and angular velocity data D23, but is not limited to these.

[0114] The driving data output processor 10 is a central processing unit used in computers, for example. Although not specifically shown in the diagram, the driving data output processor 10 acquires time-series driving data D1 for at least one speed change cycle output from the detection device 30 of the driving data measurement device 5, and stores the acquired time-series driving data D1 in memory 20. Furthermore, after acquiring time-series driving data D1 for at least one speed change cycle, the driving data output processor 10 performs calculations using the time-series driving data D1 stored in memory 20 to convert the time-series driving data D1 for at least one speed change cycle in the coordinate system of the detection device 30 into time-series driving data for at least one speed change cycle in the coordinate system of the lean vehicle X, and outputs it. The driving data output processor 10 outputs the converted time-series driving data to the outside as coordinate transformation data D3.

[0115] In this manner, the driving data output device 1 converts the time-series driving data D1, which comprises at least one speed change cycle in the coordinate system of the detection device 30 including the acceleration sensor 31 and the angular velocity sensor 32, into time-series driving data comprising at least one speed change cycle in the coordinate system of the lean vehicle X, and outputs it.

[0116] Furthermore, the driving data measurement device 5 may be implemented by a mobile terminal Y, and the driving data output device 1 may be implemented by a server device capable of communicating with the mobile terminal Y. For example, the driving data measurement device 5 may include an external communication device 55. Alternatively, for example, the driving data output device 1 may acquire data output by a detection device 30 mounted on the mobile terminal Y, which acts as the driving data measurement device 5, via an external communication device.

[0117] In other words, the driving data output processor 10 has the function of acquiring time-series driving data D1 for at least the speed change cycles output from, for example, the detection device 30. The driving data output processor 10 is a separate processing unit from the measurement processor 50. Also, as described above, the data output from the measurement processor 50 to the driving data output processor 10 is data based on the coordinate systems of the acceleration sensor 31 and the angular velocity sensor 32. That is, the data output from the measurement processor 50 is data before coordinate system transformation to the coordinate system of the moving object, and is output in a format that can be transformed by the driving data output processor 10.

[0118] Furthermore, the driving data output processor 10 uses both the time-series driving data acquired for at least the speed change cycles, specifically the time-series driving data when the attitude and longitudinal speed of the moving body change from a predetermined state, and the time-series driving data when the attitude and longitudinal speed of the moving body return to the predetermined state, to perform a coordinate system transformation on the acquired time-series driving data from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the moving body, and outputs it. The driving data output processor 10 performs the coordinate system transformation process as follows: The driving data output processor 10 aligns the three coordinate axes in the coordinate system of the acceleration sensor 31 and the angular velocity sensor 32 with the three coordinate axes in the coordinate system of the lean vehicle X as the moving body, respectively. Furthermore, the driving data output processor 10 aligns the longitudinal, vertical, and horizontal directions relative to the acceleration sensor 31 and the angular velocity sensor 32 with the longitudinal, vertical, and horizontal directions relative to the lean vehicle X as the moving body, respectively.

[0119] As a result, the driving data output processor 10 performs a coordinate system transformation based on the time-series driving data D1 for at least the speed change cycle, which is acquired by the detection device 30 mounted in a mounting position of the operator's free will, while driving with the vehicle's vehicle position and speed of the operator's free will. This data differs from the data acquired by the detection device mounted in a pre-instructed mounting position and the data acquired by the detection device before the start of driving with a pre-instructed vehicle position.

[0120] According to the above configuration, a driving data measuring device 5 is obtained for supplying time-series driving data D1 to a driving data output device 1 that performs coordinate transformation processing. Furthermore, a driving data output device 1 is obtained that performs coordinate transformation processing based on the time-series driving data D1 supplied from the driving data measuring device 5. Thus, the driving data measuring device and the driving data output device can be realized by separate devices. In this way, the present invention can be realized by other devices.

[0121] In this embodiment, the driving data output device 1 converts the time-series driving data D1 of the detection device 30 and outputs coordinate transformation data D3, using the speed data D21 of the lean vehicle X included in the time-series driving data D1, the acceleration data D22 in the three coordinate axis directions in the coordinate system of the detection device 30, and the angular velocity data D23 around the three coordinate axes in the coordinate system of the detection device 30.

[0122] In this embodiment, the coordinate transformation data D3 is data obtained by transforming the coordinates of the time-series driving data D1 output by the detection device 30. Specifically, the driving data output processor 10, in accordance with the time-series driving data D1, makes the three coordinate axes in the coordinate system of the detection device 30 parallel to or coincide with the three coordinate axes in the coordinate system of the lean vehicle X, and generates coordinate transformation data D3 from the time-series driving data D1 so that the longitudinal, vertical, and left-right directions relative to the detection device 30 match the longitudinal, vertical, and left-right directions relative to the lean vehicle X. The specific processing details of the driving data output processor 10 will be described later.

[0123] Coordinate transformation data D3 is used to generate processed data that can be used, for example, for data related to insurance, education, markets, products, services, the environment, or customers.

[0124] According to the configuration described above, the mobile device Y does not need to be mounted in a fixed orientation relative to the leaning vehicle X.

[0125] (Details of the processor for outputting driving data) Figure 2 is a block diagram showing the schematic configuration of the driving data output processor 10. As shown in Figure 2, the driving data output processor 10 includes a driving data acquisition unit 11, a coordinate transformation data generation unit 12, and an output unit 13.

[0126] The driving data acquisition unit 11 acquires time-series driving data D1 output from the detection device 30 attached to the lean vehicle X and stores it in the memory 20. The driving data acquisition unit 11 also acquires the speed data D21, acceleration data D22, and angular velocity data D23 of the lean vehicle X included in the time-series driving data D1 and stores them in the memory 20.

[0127] The driving data acquisition unit 11 may acquire data other than the speed data D21, acceleration data D22, and angular velocity data D23 included in the time-series driving data D1. For example, the driving data acquisition unit 11 may acquire physical quantities related to the behavior of the lean vehicle X other than the speed data D21, acceleration data D22, and angular velocity data D23 from the detection device 30 as time-series driving data D1 and store them in the memory 20. Specifically, the driving data acquisition unit 11 and the detection device 30 may acquire at least one of the three-axis jerk, angle, or angular acceleration from the time-series driving data D1 and store it in the memory 20.

[0128] The coordinate transformation data generation unit 12 generates coordinate transformation data D3 by converting the time-series driving data D1, which is stored in the memory 20 and represents at least one speed change cycle in the coordinate system of the detection device 30, into time-series driving data D3, which represents at least one speed change cycle in the coordinate system of the lean vehicle X. This conversion is achieved by making the three coordinate axes of the time-series driving data D1, which represents at least one speed change cycle in the coordinate system of the detection device 30, parallel to or aligned with the three coordinate axes of the coordinate system of the lean vehicle X, and by ensuring that the front-to-back, up-and-down, and left-to-right directions of the three coordinate axes relative to the detection device 30 align with the directions of the three coordinate axes relative to the lean vehicle X.

[0129] The following describes a specific example of the coordinate transformation data generation process performed by the coordinate transformation data generation unit 12. In the following example, the time-series travel data D1 for each speed change cycle includes both turning scenes and straight-line scenes. The coordinate transformation data generation unit 12 separates the turning scenes and straight-line scenes included in the time-series travel data D1 during the axis alignment and direction alignment process for each axis in the coordinate transformation data generation process. The coordinate transformation data generation unit 12 also performs the axis alignment and direction alignment process for each axis on at least one of the turning scenes and the straight-line scenes, depending on the content of the axis alignment and direction alignment process for each axis.

[0130] (Coordinate transformation data generation process) Figures 3 and 4 illustrate the principle by which the coordinate transformation data generation unit 12, based on the velocity, angular velocity, and acceleration, aligns the three coordinate axes in the coordinate system of the detection device 30 with the three coordinate axes in the coordinate system of the lean vehicle X, and also aligns the longitudinal, vertical, and lateral directions relative to the detection device 30 with the longitudinal, vertical, and lateral directions relative to the lean vehicle X.

[0131] The coordinate transformation data generation unit 12 of the driving data output processor 10 aligns the sensor coordinate system first axis, which is one of the three coordinate axes in the coordinate system of the detection device 30, with the lean vehicle coordinate system first axis (moving body coordinate system first axis), which is one of the three coordinate axes in the coordinate system of the lean vehicle X, and, with the sensor coordinate system first axis aligned with the lean vehicle coordinate system first axis, the orientation of the sensor coordinate system first axis is adjusted to match the orientation of the lean vehicle coordinate system first axis.

[0132] This reduces the degree of freedom for axis alignment and direction alignment in the conversion process of time-series travel data, thereby making the conversion process of time-series travel data easier to implement.

[0133] From another perspective, the coordinate transformation data generation unit 12 of the driving data output processor 10 aligns the first axis of the sensor coordinate system with or matches the first axis of the lean vehicle coordinate system, and with the orientation of the first axis of the sensor coordinate system aligned with the orientation of the first axis of the lean vehicle coordinate system, it aligns the remaining coordinate axes of the three coordinate systems in the coordinate system of the detection device 30, other than the first axis of the sensor coordinate system, with or matches the remaining coordinate axes of the three coordinate systems in the coordinate system of the lean vehicle X, other than the first axis of the lean vehicle coordinate system, and aligns the direction based on the orientation of the remaining coordinate axes other than the first axis of the sensor coordinate system with the orientation of the remaining coordinate axes other than the first axis of the lean vehicle coordinate system.

[0134] In the aforementioned configuration, of the three coordinate axes in the sensor coordinate system to be processed, the first axis of the sensor coordinate system and its orientation are determined relative to the first axis of the lean vehicle coordinate system. This reduces the degree of freedom in the transformation process, making the transformation process for the remaining coordinate axes easier.

[0135] Furthermore, the first axis of the lean vehicle coordinate system is the vertical axis (yaw axis) that extends vertically in the coordinate system of the lean vehicle X. In the above configuration, the vertical axis in the coordinate system of the lean vehicle X corresponds to the direction of gravity. Therefore, by using time-series driving data for the velocity change cycle, it is easy to align the sensor coordinate system with the direction of gravity of the lean vehicle X.

[0136] The specific configuration of the coordinate transformation data generation unit 12 will be described below with reference to Figure 2. The coordinate transformation data generation unit 12 includes a yaw axis processing unit 121, a roll axis alignment processing unit 122, and a roll axis alignment processing unit 123. The coordinate transformation data generation process in the coordinate transformation data generation unit 12 is not particularly limited, but can be achieved, for example, by having each part of the coordinate transformation data generation unit 12 perform the following processes.

[0137] (Yaw axis alignment and direction alignment process) The yaw axis processing unit 121 aligns the sensor coordinate system yaw axis (sensor coordinate system first axis), which is one of the three coordinate axes in the coordinate system of the detection device 30, with the lean vehicle coordinate system yaw axis (lean vehicle coordinate system first axis), which is one of the three coordinate axes in the coordinate system of the lean vehicle X, or makes them coincide.

[0138] Here, the coordinate system of the detection device 30 and the coordinate system of the lean vehicle X can be, for example, a coordinate system with their respective centers of gravity as the origin.

[0139] Furthermore, making the coordinate axes in the sensor coordinate system parallel to the coordinate axes in the lean vehicle coordinate system includes, for example, when the origins of the coordinate system of the detection device 30 and the coordinate system of the lean vehicle X do not coincide, performing a rotation process around the origin on the coordinate axes in the coordinate system of the detection device 30 so that the coordinate axes in the coordinate system of the detection device 30 are parallel to the coordinate axes in the coordinate system of the lean vehicle X.

[0140] Furthermore, aligning the coordinate axes in the coordinate system of the detection device 30 with the coordinate axes in the coordinate system of the lean vehicle X includes, for example, when the origins of the coordinate system of the detection device 30 and the coordinate system of the lean vehicle X coincide, aligning the coordinate axes in the coordinate system of the detection device 30 with the coordinate axes in the coordinate system of the lean vehicle X by a rotation process around the origin.

[0141] The yaw axis processing unit 121 identifies the roll axis of the lean vehicle X based on the acceleration data, for example.

[0142] More specifically, the yaw axis processing unit 121 first calculates the average of the acceleration data to determine the gravitational acceleration. Then, as shown in Figure 3, the yaw axis processing unit 121 identifies the yaw axis relative to the lean vehicle X, using the direction of gravity obtained from the gravitational acceleration as a reference.

[0143] In more detail, the yaw axis processing unit 121 first calculates the gravitational acceleration by calculating the average of the accelerations included in the time-series driving data D1 for at least the velocity change cycles. This allows the direction of gravity to be determined. Subsequently, as shown in Figure 3, the yaw axis processing unit 121 determines the yaw axis relative to the lean vehicle X, using the direction of gravity obtained from the gravitational acceleration as a reference.

[0144] Here, since gravitational acceleration is detected as a physical quantity acting in the downward direction in the vertical direction in the coordinate system of the lean vehicle X, the yaw axis processing unit 121 can align the positive and negative directions of the axis while keeping the yaw axis of the sensor coordinate system parallel to or aligned with the yaw axis of the lean vehicle coordinate system.

[0145] In this way, the yaw axis processing unit 121 aligns the direction of the yaw axis of the lean vehicle coordinate system with the direction of gravity, while making the yaw axis of the sensor coordinate system parallel to or coincide with the identified direction of gravity, i.e., the yaw axis of the lean vehicle coordinate system.

[0146] (Roll axis alignment process) As shown in Figure 3, the roll axis alignment processing unit 122 uses the yaw axis of the sensor coordinate system, which has been aligned and aligned in direction, and the acceleration component of the acceleration data during straight-line travel (see the white arrow in Figure 3) to align the sensor coordinate system roll axis and sensor coordinate system pitch axis, which are orthogonal to the sensor coordinate system. That is, the roll axis alignment processing unit 122 calculates a composite acceleration vector by combining the accelerations included in the time-series travel data D1 for at least the speed change cycles, and aligns the second axis of the sensor coordinate system with or parallel to the calculated composite acceleration vector.

[0147] In more detail, the roll axis alignment processing unit 122 determines, for example, that the lean vehicle X is traveling in a straight line when the change in position detected by GPS is greater than a predetermined speed, and the combined angular velocity obtained from the angular velocity data is less than a predetermined angular velocity.

[0148] The predetermined speed is the lower limit of the speed at which the lean vehicle X is determined to be traveling in a straight line. The predetermined angular velocity is the upper limit of the angular velocity at which the lean vehicle X is determined to be traveling in a straight line.

[0149] Furthermore, the roll axis alignment processing unit 122 calculates a composite acceleration vector by combining the accelerations of the sections in which the lean vehicle X is determined to be traveling in a straight line from the acceleration data. The roll axis alignment processing unit 122 aligns the sensor coordinate system roll axis (second axis of the sensor coordinate system) with or parallel to the calculated composite acceleration vector.

[0150] This allows the sensor coordinate system roll axis to be aligned with the lean vehicle coordinate system roll axis. From another perspective, at this point, the sensor coordinate system pitch axis is orthogonal to the lean vehicle coordinate system roll axis and is also aligned with the lean vehicle coordinate system pitch axis.

[0151] (Roll axis direction alignment process) The roll axis alignment processing unit 123 aligns the orientation of the roll axis (second axis of the sensor coordinate system) in the coordinate system of the detection device 30 with the orientation of the longitudinal axis in the coordinate system of the lean vehicle X. The principle of the roll axis orientation alignment process by the roll axis alignment processing unit 123 is as follows.

[0152] The lean vehicle X has the characteristic of tilting to the left when turning left and tilting to the right when turning right. As shown in Figure 4(a), when the lean vehicle X tilts its body Xa to the left or right from an upright position before turning left, for example, the angular velocity around the yaw axis (solid arrow in Figure 4) and the angular velocity around the roll axis (white arrow in Figure 4) have opposite signs (opposite positive and negative). Also, as shown in Figure 4(b), when the lean vehicle X straightens its body Xa from a tilted position to the left or right after turning, the angular velocity around the yaw axis and the angular velocity around the roll axis have the same sign (same positive and negative). The inventors focused on the fact that the lean vehicle X has these characteristics when turning and came up with the idea of ​​using the angular velocity around the yaw axis and the angular velocity around the roll axis to determine the direction of the roll axis.

[0153] In other words, the inventors realized that the longitudinal direction of the roll axis can be determined by setting the roll axis such that, among the driving data of the detection device 30 before and after the lean vehicle X turns, the angular velocity around the yaw axis and the angular velocity around the roll axis have different signs when the vehicle body Xa is tilted to the left or right from an upright position before turning, or the angular velocity around the yaw axis and the angular velocity around the roll axis have the same sign when the vehicle body Xa is straightened up from a tilted position to the left or right after turning.

[0154] Based on the above, the roll axis alignment processing unit 123 of this embodiment aligns the direction relative to the detection device 30 with the direction relative to the lean vehicle X, based on the angular velocity detected when the lean vehicle X is turning during a turning scene. That is, the roll axis alignment processing unit 123 determines the longitudinal direction of the roll axis based on angular velocity data related to the angular velocity when the vehicle body Xa is tilted to the left or right from an upright position, or when the vehicle body Xa is raised from a left or right tilted position, while the lean vehicle X is traveling.

[0155] The roll axis alignment processing unit 123 determines the longitudinal direction of the roll axis based on the angular velocity data, for example, as follows: As shown in Figure 4(a), when the lean vehicle X is running and the vehicle body Xa is tilted to the left or right from an upright position, if the product of the angular velocity around the yaw axis and the angular velocity around the roll axis is negative, or as shown in Figure 4(b), when the lean vehicle X is running and the vehicle body Xa is raised from a tilted position to the left or right, if the product of the angular velocity around the yaw axis and the angular velocity around the roll axis is positive, then the roll axis direction at that time is determined to be correct (lower figure in Figure 4). The roll axis alignment processing unit 123 determines that the direction of the roll axis is reversed when, while the lean vehicle X is in motion, the product of the angular velocity around the yaw axis and the angular velocity around the roll axis is positive when the vehicle body Xa is tilted to the left or right from an upright position, or when, while the lean vehicle X is in motion, the product of the angular velocity around the yaw axis and the angular velocity around the roll axis is negative when the vehicle body Xa is straightened from a tilted position to the left or right.

[0156] As described above, in a turning scene, the roll axis alignment processing unit 123 aligns the direction of the roll axis relative to the detection device 30 with the direction of the roll axis relative to the lean vehicle X, based on the angular velocity detected when the lean vehicle X turns.

[0157] With the configuration of each part of the coordinate transformation data generation unit 12 as described above, the directions of the roll axis, pitch axis, and yaw axis in the coordinate system of the lean vehicle X are determined according to the time-series driving data D1 output from the detection device 30.

[0158] The coordinate transformation data generation unit 12 aligns the three coordinate axes in the coordinate system of the detection device 30 with the roll axis, pitch axis, and yaw axis in the coordinate system of the lean vehicle X identified as described above, and generates coordinate transformation data D3 from the time-series driving data D1 so that the longitudinal, vertical, and lateral directions relative to the detection device 30 align with the directions relative to the lean vehicle X.

[0159] The coordinate transformation data generation unit 12 outputs the generated coordinate transformation data D3 to the output unit 13. The output unit 13 outputs the coordinate transformation data D3 to the outside of the driving data output device 1.

[0160] As described above, the driving data output device 1 has a driving data output processor 10 that outputs driving data of the coordinate system of the lean vehicle X based on the output of a detection device 30 mounted on the lean vehicle X as a moving object and which detects physical quantities related to the behavior of the lean vehicle X.

[0161] The driving data output processor 10 and detection device 30 are built into a portable terminal Y attached to the lean vehicle X. This allows the portable terminal Y attached to the lean vehicle X to perform calculations to generate coordinate transformation data D3 from the detection data of the detection device 30.

[0162] The detection device 30 is mounted on the lean vehicle X in a mounting position of the operator's free will, rather than a pre-instructed mounting position, and outputs driving data including the speed of the lean vehicle X, acceleration in the three coordinate axis directions in the coordinate system of the detection device 30, and angular velocity around the three coordinate axes in the coordinate system of the detection device 30.

[0163] The driving data output processor 10 acquires time-series driving data D1, which is driving data output in a time series, from the detection device 30 for at least the number of speed change cycles.

[0164] Here, the speed change cycle is one period of speed change of the lean vehicle X during the period from a predetermined state in which the lean vehicle X is upright relative to the ground and has zero velocity in the longitudinal direction, to the predetermined state in which the lean vehicle X is upright relative to the ground and has zero velocity in the longitudinal direction, after the lean vehicle X has accelerated or decelerated once or more times.

[0165] The driving data output processor 10 acquires time-series driving data D1 for at least the speed change cycle, and then outputs coordinate transformation data D3, which is obtained by converting the time-series driving data D1 for at least the speed change cycle in the coordinate system of the detection device 30 to time-series driving data for at least the speed change cycle in the coordinate system of the lean vehicle X, in accordance with the time-series driving data D1 for at least the speed change cycle.

[0166] The following processes are performed in the above conversion of the driving data output processor 10.

[0167] First, the three coordinate axes in the coordinate system of the detection device 30 are made parallel to or coincide with the three coordinate axes in the coordinate system of the lean vehicle X.

[0168] Furthermore, with each coordinate axis aligned, the forward / backward, up / down, and left / right directions relative to the detection device 30 are aligned with the forward / backward, up / down, and left / right directions relative to the lean vehicle X.

[0169] In the configuration described above, time-series travel data D1 for the speed change cycle is acquired so that gravity acts in the vertical direction on the lean vehicle X at the beginning and end of the speed change cycle. For this reason, the yaw axis (Z axis) can be easily estimated from the time-series travel data D1 for the speed change cycle by using, for example, speed data D21 and acceleration data D22 in the three axes. At the beginning and end of the speed change cycle, the travel speed of the lean vehicle X may be at an extremely low speed.

[0170] By using, for example, speed data D21 and angular velocity data D23 around the three axes from the time-series travel data D1 for each speed change cycle, it is easy to distinguish between straight-line scenes and turning scenes.

[0171] Batch processing is performed on a certain amount of data, achieving both accuracy and convenience. In other words, when acquiring driving data for lean vehicle X, it is assumed that the sensors are mounted on lean vehicle X in a predetermined mounting position, and no special operations such as calibration after mounting are required.

[0172] Therefore, we can provide a driving data output device 1 that is convenient for the user and can acquire highly accurate coordinate transformation data.

[0173] Furthermore, the significance of defining time-series driving data for the speed change cycles described above is as follows:

[0174] In the time-series driving data for each speed change cycle, the lean vehicle X is stationary at the start of the speed change cycle and also stationary at the end of the speed change cycle. Within the speed change cycle, the section with one or more accelerations and decelerations from the start to the end may include various scenes such as straight lines and turns. In addition, the lean vehicle X tilts from side to side when turning.

[0175] Furthermore, unlike four-wheeled vehicles, leaning vehicle X performs tilting movements while driving. For example, leaning vehicle X may tilt from side to side within the same lane even when driving in a straight lane. For this reason, leaning vehicle X may drive closer to the right side of the lane to make a right turn at an intersection, or closer to the left side of the lane to make a left turn at an intersection. Also, if leaning vehicle X is driving in the center of the lane and there is a manhole or other obstacle in the center of the lane, it may move to either the left or right to avoid the manhole or other obstacle, and then return to the center of the lane.

[0176] Therefore, in the time-series driving data for the speed change cycle, the section between the initial state and the final state may include the lateral tilt state of the lean vehicle X during its operation, as described above. However, the initial and final states of the speed change cycle will be the same. This improves the accuracy of the axis alignment and direction alignment processes.

[0177] Furthermore, as mentioned above, the first axis of the lean vehicle coordinate system is the vertical axis that extends vertically in the coordinate system of the lean vehicle X. Therefore, from another perspective, the driving data output device 1 can also be expressed as follows.

[0178] In other words, the driving data output processor 10 of the driving data output device 1 aligns the first axis of the sensor coordinate system with or parallel to the vertical axis in the coordinate system of the lean vehicle X, and with the orientation of the first axis of the sensor coordinate system aligned with the orientation of the vertical axis in the coordinate system of the lean vehicle X, it aligns the second axis of the sensor coordinate system, which is one of the remaining coordinate axes of the coordinate system of the detection device 30, with or parallel to the longitudinal axis extending in the longitudinal direction in the coordinate system of the lean vehicle X, and aligns the orientation of the second axis of the sensor coordinate system with the orientation of the longitudinal axis in the coordinate system of the lean vehicle X.

[0179] In the configuration described above, first, the driving data output processor 10 identifies the vertical axis and the direction of the vertical axis. In the coordinate system of the lean vehicle X, the vertical axis corresponds to the direction of gravity. Therefore, by using the time-series driving data D1 for each speed change cycle, it is easy to align the sensor coordinate system with the vertical axis of the lean vehicle X, and it is easy to align the direction of the coordinate axis relative to the detection device 30 with the direction of the coordinate axis relative to the lean vehicle X.

[0180] Furthermore, after determining the vertical axis and its direction, the remaining left-right and front-rear axes can be aligned. At this time, by using the time-series driving data D1 for the speed change cycle, it becomes easy to determine the front-rear axis and its direction in the coordinate system of the lean vehicle X. Therefore, the efficiency and accuracy of the coordinate axis transformation process are improved compared to when the transformation process is performed based on the vertical axis in the coordinate system of the lean vehicle X.

[0181] Furthermore, the driving data output processor 10 of the driving data output device 51 performs conversion processing in the following order: yaw axis alignment and direction alignment processing, roll axis alignment processing and roll axis direction alignment processing.

[0182] The yaw axis alignment and direction alignment process involves determining the direction of gravity by calculating the average acceleration included in the time-series driving data D1 for at least the velocity change cycles, aligning the first axis of the sensor coordinate system parallel to or in line with the determined direction of gravity, and adjusting the orientation of the first axis of the sensor coordinate system to match the direction of gravity.

[0183] The roll axis alignment process involves calculating a composite acceleration vector by combining the accelerations contained in the time-series driving data D1 for at least the speed change cycles, and then aligning the second axis of the sensor coordinate system parallel to or in line with the calculated composite acceleration vector.

[0184] The roll axis direction alignment process is a process that aligns the direction relative to the detection device 30 with the direction relative to the lean vehicle X, based on the angular velocity detected when the lean vehicle X is turning.

[0185] In the configuration described above, the direction of the coordinate axes of the sensor coordinate system can be aligned with the vertical axis of the lean vehicle X and the direction of the vertical axis by yaw axis alignment and direction alignment processing. Furthermore, the coordinate axes of the sensor coordinate system can be aligned with the longitudinal axis of the lean vehicle X by roll axis alignment processing. Furthermore, the direction of the coordinate axes of the sensor coordinate system can be aligned with the longitudinal axis of the lean vehicle X by roll axis direction alignment processing.

[0186] <Embodiment 2> Referring to Figures 5 to 7, the driving data output device 51 according to Embodiment 2 of the present invention will be described. Figure 5 is a diagram showing the schematic configuration of the coordinate transformation data generation unit 12 of the driving data output device 51 according to Embodiment 2 of the present invention. Figure 6 is a diagram illustrating the principle by which the coordinate transformation data generation unit 12 shown in Figure 5 determines the front and back based on the Earth's magnetic field, where (a) is a diagram showing the direction according to GPS, and (b) is a diagram showing the direction according to the Earth's magnetic field. Figure 7 is a diagram illustrating the principle by which the coordinate transformation data generation unit 12 shown in Figure 5 determines the front and back based on the relationship between the acceleration obtained from GPS speed and the direction of the X-axis acceleration, where (a) is a diagram showing the case where the front and back are correct, and (b) is a diagram showing the case where the front and back are incorrect.

[0187] The driving data output device 51 according to Embodiment 2 differs from the driving data output device 1 according to Embodiment 1 in the coordinate transformation data generation process in the coordinate transformation data generation unit 12. Note that in the description of Embodiment 2, parts common to the driving data output device 1 according to Embodiment 1 will not be described in detail again.

[0188] As shown in Figure 5, the driving data acquisition unit 11 generates GPS direction data D24 and geomagnetic direction data D25 when it acquires time-series driving data D1 from the detection device 30. The driving data acquisition unit 11 stores the generated GPS direction data D24 and geomagnetic direction data D25 in the memory 20. That is, the detection device 30 includes a geomagnetic sensor mounted on the mobile terminal Y.

[0189] The time-series driving data stored in memory 20 includes, in addition to the speed data D21, acceleration data D22, and angular velocity data D23 of the lean vehicle X mentioned above, GPS orientation data D24 and geomagnetic orientation data D25.

[0190] The GPS orientation data D24 includes data on the azimuth angle θ1 of the lean vehicle X's direction of travel, which can be obtained based on the data output by the GPS installed in the mobile terminal Y. That is, as shown in Figure 6(a), the GPS orientation data D24 includes the azimuth angle θ1 calculated based on the change in position detected by the GPS.

[0191] The geomagnetic direction data D25 includes data on the azimuth angle that can be obtained based on the data output by the geomagnetic sensor installed in the mobile terminal Y. Specifically, the geomagnetic direction data D25 is generated by the driving data acquisition unit 11 as follows: The geomagnetic sensor included in the detection device 30 measures magnetic field lines in three axes. The driving data acquisition unit 11 calculates the geomagnetic direction, which is the component of the three axes of magnetic field lines that is horizontal to the ground, based on the acceleration included in the time-series driving data D1, for example. This direction calculation can be performed using known techniques. The direction obtained by the geomagnetic field in this way is stored in the memory 20 as geomagnetic direction data D25. Therefore, as shown in Figure 6(b), the geomagnetic direction data D25 includes the azimuth angle θ2 based on the geomagnetic direction M1 calculated based on the magnetic field lines detected by the geomagnetic sensor.

[0192] (Yaw axis alignment and direction alignment process) The yaw axis processing unit 121 has the same configuration as in Embodiment 1 described above. Therefore, a detailed explanation will not be repeated here.

[0193] (Roll axis alignment process) As shown in Figure 5, the roll axis alignment processing unit 122 has a first processing unit 1221 and a second processing unit 1222.

[0194] The first processing unit 1221 calculates a correction angle to make the second axis of the sensor coordinate system parallel to or coincide with the composite acceleration vector. The first processing unit 1221 has the same configuration as the roll axis alignment processing unit 122 of Embodiment 1 described above. For this reason, a detailed explanation will not be repeated here.

[0195] The second processing unit 1222 determines a correction angle based on the GPS direction and the geomagnetic direction to make the roll axis (second axis of the sensor coordinate system) in the coordinate system of the detection device 30 parallel to or coincide with the longitudinal axis extending in the longitudinal direction in the coordinate system of the lean vehicle X.

[0196] In other words, the second processing unit 1222 determines the correction angle based on the GPS direction data D24 and geomagnetic direction data D25 stored in the memory 20.

[0197] As explained using Figure 6, GPS orientation data D24 includes data on the azimuth angle θ1 of the direction of travel of the lean vehicle X. Geomagnetic orientation data D25 includes data on the azimuth angle θ2 between the geomagnetic orientation M1 and the sensor coordinate system roll axis Mx. More specifically, for example, on the plane of the sensor coordinate system roll axis Mx-sensor coordinate system pitch axis My after the yaw axis alignment and direction alignment have been completed, the azimuth angle θ2 with respect to the geomagnetic orientation M1 can be expressed as the angle between the geomagnetic orientation M1 and the sensor coordinate system roll axis Mx.

[0198] Here, the azimuth angle θ1 obtained by GPS is data that is not affected by the orientation of the mobile device Y, whereas the azimuth angle θ2 obtained by geomagnetism is data that is affected by the orientation of the mobile device Y. The difference between the azimuth obtained by GPS and the azimuth obtained by geomagnetism represents the difference in the roll axis of the lean vehicle X.

[0199] In this way, the second processing unit 1222 determines a correction angle corresponding to the difference between the direction determined by GPS and the direction determined by geomagnetism.

[0200] The roll axis alignment processing unit 122 performs the final roll axis alignment process based on the correction angle processing results of the first processing unit 1221 and the second processing unit 1222.

[0201] The final roll axis alignment process includes processing based on parameters obtained by statistically processing the processing results of the first processing unit 1221 and the second processing unit 1222. For example, the final roll axis alignment process includes processing based on parameters obtained by averaging or weighting the processing results of the first processing unit 1221 and the second processing unit 1222.

[0202] Furthermore, for example, the final roll axis alignment process includes selecting the processing result of either the first processing unit 1221 or the second processing unit 1222.

[0203] The roll axis alignment processing unit 122 aligns the second axis of the sensor coordinate system with the calculated composite acceleration vector, or makes it parallel to it, based on the processing results of the correction angle by the first processing unit 1221 and the second processing unit 1222.

[0204] (Roll axis direction alignment process) As shown in Figure 5, the roll axis alignment processing unit 123 has a first processing unit 1231, a second processing unit 1232, and a third processing unit 1233.

[0205] The first processing unit 1231 determines the front-to-back orientation of the aligned roll axis based on the angular velocity detected when the lean vehicle X turns. The first processing unit 1231 performs the same processing as the roll axis orientation alignment process in Embodiment 1 described above. For this reason, a detailed explanation will not be repeated below.

[0206] The second processing unit 1232 determines the front-to-back orientation of the aligned roll axis based on the accelerations in the three coordinate axis directions included in the time-series driving data D1 for at least the speed change cycles, and the acceleration calculated from the speed of the lean vehicle X. More specifically, referring to Figure 7, the second processing unit 1232 obtains the roll axis acceleration ACCx in the coordinate axis direction of the sensor coordinate system roll axis from the acceleration data D22 stored in memory 20. The second processing unit 1232 also obtains the speed included in the speed data D21 stored in memory 20 and calculates the GPS acceleration ACCgps based on the change in speed. When the roll axis is aligned, it is assumed that the sensor coordinate system roll axis is parallel to or coincides with the direction of travel of the lean vehicle X. At this time, there is a correlation between the roll axis acceleration ACCx of the sensor coordinate system and the GPS acceleration ACCgps. As shown in Figure 7(a), if the orientation of the roll axis acceleration ACCx of the sensor coordinate system and the GPS acceleration ACCgps match, it is determined that the front and back are aligned. As shown in Figure 7(b), if the orientation of the roll axis acceleration ACCx of the sensor coordinate system and the GPS acceleration ACCgps do not match, it is determined that the front and back are not aligned.

[0207] The second processing unit 1232 may perform the above determination process if the correlation coefficient is equal to or greater than a predetermined threshold.

[0208] The third processing unit 1233 determines the front and back of the aligned roll axis based on the GPS direction included in the GPS direction data D24 and the geomagnetic direction included in the geomagnetic direction data D25. More specifically, the third processing unit 1233 calculates the difference between the GPS direction and the geomagnetic direction. For example, if the calculated difference is greater than 180°, the third processing unit 1233 determines that the front and back directions are reversed. On the other hand, if the calculated difference is 180° or less, the third processing unit 1233 determines that the front and back directions are correct.

[0209] The roll axis alignment processing unit 123 performs the final roll axis direction alignment process based on the front / back determination processing results of the first processing unit 1231, the second processing unit 1232, and the third processing unit 1233.

[0210] The final roll axis alignment process includes processing based on parameters obtained by statistically processing the processing results of the first processing unit 1231, the second processing unit 1232, and the third processing unit 1233. The processing results of the first processing unit 1231, the second processing unit 1232, and the third processing unit 1233 may include a truth value indicating whether or not the front-to-back direction of the roll axis is aligned, and a score indicating the certainty that the front-to-back direction of the roll axis is aligned. For example, the final roll axis alignment process includes a process of comparing a value obtained by averaging or weighting the scores included in the processing results of the first processing unit 1231, the second processing unit 1232, and the third processing unit 1233 with a predetermined threshold.

[0211] Furthermore, for example, the final roll axis orientation adjustment process includes selecting one of the processing results from the first processing unit 1231, the second processing unit 1232, and the third processing unit 1233.

[0212] Furthermore, for example, the final roll axis orientation adjustment process includes a majority-vote decision based on truth values ​​included in the processing results of the first processing unit 1231, the second processing unit 1232, and the third processing unit 1233.

[0213] The roll axis direction alignment processing unit 123 aligns the direction relative to the detection device 30 with the direction relative to the lean vehicle X, based on the processing results of the front / rear determination by the first processing unit 1231, the second processing unit 1232, and the third processing unit 1233.

[0214] As explained above, the time-series driving data D1 further includes direction based on GPS as a positioning satellite system, and direction based on geomagnetism.

[0215] Furthermore, as explained above, the driving data output processor 10 of the driving data output device 51 performs conversion processing in the following order: yaw axis alignment and direction alignment processing, roll axis alignment processing and roll axis direction alignment processing.

[0216] The yaw axis alignment and direction alignment process involves determining the direction of gravity by calculating the average acceleration included in the time-series driving data D1 for at least the velocity change cycles, aligning the first axis of the sensor coordinate system parallel to or in line with the determined direction of gravity, and adjusting the orientation of the first axis of the sensor coordinate system to match the direction of gravity.

[0217] The roll axis alignment process involves at least one of the following: calculating a composite acceleration vector by combining the accelerations contained in the time-series driving data D1 for at least the speed change cycles, and aligning the second axis of the sensor coordinate system parallel to or in line with the calculated composite acceleration vector; or aligning the second axis of the sensor coordinate system parallel to or in line with the longitudinal axis extending in the longitudinal direction in the coordinate system of the lean vehicle X, based on the direction determined by GPS and the direction determined by geomagnetism.

[0218] The roll axis alignment process is at least one of the following: a process that aligns the direction relative to the detection device 30 with the direction relative to the lean vehicle X based on the angular velocity detected when the lean vehicle X turns; a process that aligns the direction relative to the detection device 30 with the direction relative to the lean vehicle X based on the acceleration in the three coordinate axis directions included in the time-series driving data D1 for at least the speed change cycles and the acceleration calculated from the speed of the lean vehicle X; or a process that aligns the direction relative to the detection device 30 with the direction relative to the lean vehicle X based on the GPS direction and the geomagnetic direction for the second axis of the sensor coordinate system.

[0219] Therefore, the transformation process for time-series travel data D1 can be easily implemented, and the efficiency and accuracy of the coordinate axis transformation process are improved.

[0220] <Other Embodiments> Although embodiments of the present invention have been described above, the embodiments described above are merely illustrative examples for carrying out the present invention. Therefore, the present invention is not limited to the embodiments described above, and it is possible to carry out the present invention by appropriately modifying the embodiments described above without departing from the spirit of the invention.

[0221] In the above embodiment, the driving data output devices 1 and 51 are applied to a lean vehicle X. In other words, the above embodiment describes a lean vehicle data processing device for processing sensor output data in a lean vehicle in which the vehicle body tilts to the left when turning left and tilts to the right when turning right. The attitude of a moving body while in motion includes at least the tilt attitude of the moving body in the left-right direction. In a lean vehicle, if the vehicle body tilts due to a change of course within the same lane, the left-right tilt behavior of the vehicle body of the lean vehicle appears in the time-series driving data output by the detection device mounted on the vehicle, even though the vehicle is traveling within the same lane. According to the above configuration, according to the characteristics of the time-series driving data in such a lean vehicle, highly accurate driving data can be obtained without depending on the actions of the person who mounts the detection device on the lean vehicle X. However, the driving data output devices 1 and 51 can be applied to other moving bodies, but are not limited to this. Here, a moving body to which the driving data output devices 1 and 51 can be applied is, in particular, a moving body that moves in one direction and has a predetermined attitude at the start and end of movement. In particular, the moving body includes a moving body in a straight-line state where gravity acts downward on the vertical axis of the moving body. The moving body includes ground moving bodies, water moving bodies, underwater moving bodies, and air moving bodies. Furthermore, the moving body includes not only moving bodies operated by a pilot or driver, but also moving bodies that move autonomously. Furthermore, the moving body also includes artificial satellites or spacecraft moving in satellite orbit within a gravitational field.

[0222] In the above embodiment, the speed change cycle is one period of speed change of the lean vehicle X from a predetermined state in which the lean vehicle X is upright relative to the ground and has zero longitudinal speed, to the predetermined state in which the lean vehicle X is upright relative to the ground and has zero longitudinal speed, after the lean vehicle X has accelerated or decelerated once or more times. However, it is not limited to this, and the lean vehicle X does not have to be in an upright state and a stationary state at the start and end of the speed change cycle. That is, the predetermined state may be a state in which the vehicle is traveling at a constant speed. Without particular limitation, the speed change cycle can be one period of speed change during the period from when the attitude of the moving body and the longitudinal speed change from a predetermined state until they return to the predetermined state.

[0223] (Driving data measurement and output device) The driving data output device may be a portable terminal owned by the driver of the lean vehicle. In this case, the portable terminal may be implemented as a driving data measurement output device having a driving data output device and a driving data measurement device. The driving data measurement output device may be implemented as, for example, a portable terminal Y. The driving data measurement output device includes a driving data output processor 10, a measurement processor 50, and a detection device 30 built into the portable terminal Y attached to the lean vehicle X. The driving data output processor and the measurement processor may consist of a single processor electrically connected to memory and housed in a housing mounted on the mobile body. Alternatively, the driving data output processor and the measurement processor may each be implemented individually by dedicated processing units.

[0224] The single processor may be configured to perform the following operations: (1) A process to acquire time-series travel data including time-series velocity data of the mobile body, acceleration data in the three coordinate axis directions in the coordinate system of the acceleration sensor output in time series from the detection device, and angular velocity data around the three coordinate axes in the coordinate system of the angular velocity sensor, while the mobile body is mounted on the mobile body in a mounting position of the free will of the mounter, rather than a mounting position instructed in advance by the mounter, and while the mobile body is traveling in a mobile body position and speed of the free will of the mounter, rather than a mobile body position and speed in advance. (2) Of the acquired time-series driving data, the time-series driving data which includes at least the number of speed change cycles from when the driving posture and the forward / backward speed of the driving body change from the predetermined state to when it returns to the predetermined state, while the driving is being conducted with a driving posture and speed determined by the free will of the person carrying the vehicle, rather than a predetermined driving posture and speed, is output to the memory in a format that can be converted by the driving data output processor, rather than in a format that has been converted from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the driving body. (3) A process to obtain time-series driving data from the memory for at least the speed change cycles. (4) Using both the time-series driving data obtained for at least the speed change cycles, the time-series driving data when the attitude of the moving body and the speed of the moving body in the longitudinal direction change from the predetermined state and the time-series driving data when the attitude of the moving body and the speed of the moving body in the longitudinal direction return to the predetermined state, the three coordinate axes in the coordinate system of the acceleration sensor and the angular velocity sensor are made parallel to or coincide with the three coordinate axes in the coordinate system of the moving body, and the longitudinal, vertical and left-right directions relative to the acceleration sensor and the angular velocity sensor are made parallel to the longitudinal, vertical and left-right directions relative to the moving body The process involves converting the coordinate system of the acquired time-series driving data for at least the number of speed change cycles from the coordinate systems of the acceleration sensor and the angular velocity sensor to the coordinate system of the moving body and outputting it so that it matches the left and right directions respectively, which differs from the data acquired by the detection device mounted in a predetermined mounting posture and the data acquired before the start of driving in a predetermined moving body posture, and is based on the time-series driving data for at least the number of speed change cycles acquired by the detection device mounted in a mounting posture of the operator's free will, while driving at the moving body posture and speed of the operator's free will.

[0225] According to the configuration described above, a driving data measurement and output device is obtained that has both the functions of a driving data output device and a driving data measurement device. This allows the driving data measurement and output device to perform coordinate transformation processing on its own. Furthermore, since communication between the driving data measurement device and the driving data output device is not required, it is possible to avoid being affected by the network.

[0226] On the other hand, although not limited to this, the driving data output processor and sensors may be mounted on separate devices, and communication may occur between the devices via a network. That is, the driving data output processor may be a driving data output processor included in a processing unit that acquires speed data, acceleration data, and angular velocity data from sensors via communication. This allows a processing unit that acquires speed data, acceleration data, and angular velocity data from sensors attached to a lean vehicle via communication to perform calculations to generate coordinate transformation data from the sensor detection data.

[0227] In the above embodiment, positioning data such as the speed, position, and direction of the lean vehicle X is detected by GPS installed in the mobile terminal Y. However, the system is not limited to this, and positioning data may also be detected using other positioning satellite systems collectively known as GNSS (Global Navigation Satellite System).

[0228] In the above embodiment, the coordinate transformation data generation unit 12 separates the turning scenes and straight scenes included in the time-series travel data during the axis alignment and direction alignment processing for each axis. Furthermore, the coordinate transformation data generation unit 12 performs the axis alignment and direction alignment processing for each axis targeting at least one of the turning scenes and the straight scenes. However, it is not limited to this, and the time-series travel data may include only straight scenes. For this reason, if the time-series travel data includes only straight scenes, for example, the first processing unit of the roll axis alignment processing unit in Embodiment 1 and the roll axis alignment processing unit in Embodiment 2 can perform the roll axis alignment processing without determining whether it is a straight scene.

[0229] In the above embodiment, the coordinate transformation data generation unit 12 calculates the average of the acceleration data of the lean vehicle X while it is stationary and while it is in motion to determine the gravitational acceleration and identify the direction of gravity. However, the coordinate transformation data generation unit may also identify the direction of gravity by extracting only the acceleration data of the lean vehicle while it is stationary and determining the direction in which the gravitational acceleration acts in that state. Alternatively, the coordinate transformation data generation unit may also identify the direction of gravity by extracting only the acceleration data of the lean vehicle while it is in motion and determining the direction in which the gravitational acceleration acts in that state. Furthermore, if it is not necessary to determine the magnitude of the gravitational acceleration, the coordinate transformation data generation unit may determine the direction of gravity and the orientation of the gravitational direction by calculating the sum of the acceleration data of the lean vehicle X while it is stationary and while it is in motion.

[0230] In the above embodiment, the coordinate transformation data generation unit 12 determines that the lean vehicle X is traveling in a straight line when the change in position detected by GPS is greater than a predetermined speed, and the composite angular velocity obtained from the angular velocity data is smaller than a predetermined angular velocity. However, the coordinate transformation data generation unit may determine the speed of the lean vehicle by means other than the change in position detected by GPS. The coordinate transformation data generation unit may determine that the lean vehicle is traveling in a straight line by means of parameters other than vehicle speed and composite angular velocity. The coordinate transformation data generation unit may determine that the lean vehicle is traveling in a straight line by combining at least one of vehicle speed or composite angle with other parameters.

[0231] In the above embodiment, the coordinate transformation data generation unit 12 uses the angular velocity around the yaw axis and the angular velocity around the roll axis to determine the longitudinal direction of the roll axis. However, the coordinate transformation data generation unit may also use other data, including the angular velocity around the pitch axis, to determine the longitudinal direction of the roll axis.

[0232] In the above embodiment, the first axis of the lean vehicle coordinate system is the vertical axis (yaw axis) extending in the vertical direction in the coordinate system of the lean vehicle X. However, it is not limited to this, and the first axis of the lean vehicle coordinate system may be the longitudinal axis (roll axis) extending in the longitudinal direction in the coordinate system of the lean vehicle X.

[0233] In the above embodiment, the driving data output processor 10 of the driving data output device 51 performs conversion processing in the following order: yaw axis alignment and direction alignment processing, roll axis alignment processing, and roll axis direction alignment processing. However, it is not limited to this, and the axis alignment processing for each axis may be performed first, followed by the direction alignment processing for each axis. That is, the driving data output processor may align the first axis of the sensor coordinate system parallel to or coincide with the first axis of the mobile body coordinate system, and then align the remaining coordinate axes of the sensor coordinate system other than the first axis of the sensor coordinate system parallel to or coincide with the remaining coordinate axes of the mobile body coordinate system other than the first axis of the mobile body coordinate system.

[0234] In the aforementioned configuration, the axis alignment of one coordinate axis is performed first, followed by the alignment of the remaining coordinate axes. This makes the calculation easier than aligning all three coordinate axes at once. Alternatively, the axis alignment of all three coordinate axes is performed first, followed by the alignment of the three aligned coordinate axes. This also makes the calculation easier than performing axis alignment and alignment simultaneously.

[0235] Furthermore, the order in which the axis alignment process and the direction alignment process for each axis are performed is not limited to the order described above and is arbitrary.

[0236] In the above embodiment 2, the azimuth angle θ2 with respect to the geomagnetic direction M1 is the angle between the geomagnetic direction M1 and the roll axis Mx of the sensor coordinate system. However, it is not limited to this, and the azimuth angle with respect to the direction of the magnetic field lines may be expressed as the angle between the direction of the magnetic field lines and the pitch axis of the sensor coordinate system.

[0237] In the above embodiment 2, the driving data acquisition unit 11 calculates the geomagnetic direction, which is the component of the three axes of magnetic field lines that is horizontal to the ground, based on the acceleration included in the time-series driving data D1, for example. The GPS direction data D24 generated by the driving data acquisition unit 11 includes an azimuth angle θ1 calculated based on the change in position detected by GPS. However, the driving data acquisition unit 11 may calculate the direction by other methods based on detection data from various sensors included in the detection device 30.

[0238] For example, if the sensor includes an IMU having an acceleration sensor and an angular velocity sensor, and a geomagnetic sensor, the driving data acquisition unit 11 may calculate the direction based on a combination of the detected acceleration, angular velocity, and geomagnetic data. Alternatively, if the sensor includes an acceleration sensor or an angular velocity sensor, and a geomagnetic sensor, the driving data acquisition unit 11 may calculate the direction based on a combination of the detected acceleration or angular velocity data and the detected geomagnetic data. The detected geomagnetic data may be corrected using a Kalman filter or the like before being combined with the detected acceleration and / or angular velocity data. This can reduce errors when calculating the direction.

[0239] Furthermore, if the sensor includes an IMU having an acceleration sensor and an angular velocity sensor, the driving data acquisition unit 11 may calculate the direction based on a combination of acceleration detection data and angular velocity detection data.

[0240] In the above embodiment, the coordinate transformation data output by the driving data output device 1 may be used for data processing related to the driving of the lean vehicle X, such as when analyzing lean vehicle driving data, which is driving data of the lean vehicle X, when generating turning evaluation data related to at least one of agility and smoothness during turning of the lean vehicle X, or when estimating the behavior of the lean vehicle during driving.

[0241] The lean vehicle driving data is data related to the driving of lean vehicle X. The lean vehicle driving data may include at least one of the following: lean vehicle driving input data related to the driver's driving input to the lean vehicle; lean vehicle behavior data related to the behavior of the lean vehicle; lean vehicle position data related to the driving position of the lean vehicle; and lean vehicle driving environment data related to the driving environment in which the lean vehicle is driving. The lean vehicle driving data may also include data other than lean vehicle driving input data, lean vehicle behavior data, lean vehicle position data, and lean vehicle driving environment data. Furthermore, the lean vehicle driving data may include only one or more of the following: lean vehicle driving input data, lean vehicle behavior data, lean vehicle position data, and lean vehicle driving environment data.

[0242] The lean vehicle driving input data is data related to the driver's operations performed when driving a lean vehicle. Specifically, the lean vehicle driving input data may include data related to accelerator operation, brake operation, gear shifting operation (operation of the clutch lever and shift pedal), steering, or changes in the center of gravity due to changes in the driver's posture. Furthermore, the lean vehicle driving input data may also include data related to the operation of various switches such as the horn switch, turn signal switch, and lighting switch.

[0243] The lean vehicle behavior data is data related to the behavior of a lean vehicle that occurs when the lean vehicle is being driven by a driver, and is caused by the driver's input. Specifically, the lean vehicle behavior data includes, for example, the acceleration, velocity, and angle of the lean vehicle that change when the driver is driving. In other words, the lean vehicle behavior data represents the behavior of the lean vehicle that occurs when the driver accelerates or decelerates the lean vehicle by operating the accelerator or brakes or shifting gears, or when the driver steers the lean vehicle or changes its attitude, including changes in the center of gravity.

[0244] Furthermore, as described above, the lean vehicle behavior data may include not only data on the acceleration, speed, and angle of the lean vehicle, but also actions that occur in the lean vehicle due to switch operations performed by the driver on the lean vehicle. In other words, the lean vehicle behavior data includes data related to actions that occur in the lean vehicle due to the operation of various switches such as the horn switch, turn signal switch, and lighting switch.

[0245] The lean vehicle position data is data related to the driving position of the lean vehicle. For example, the lean vehicle position data can be detected based on GPS, information from a mobile communication terminal's base station, etc. The lean vehicle position data can also be calculated using various positioning technologies, such as SLAM (Simultaneous Localization and Mapping).

[0246] The lean vehicle driving environment data includes, for example, map data. The map data may be associated with, for example, information on road conditions, information on the road traffic environment such as signals and facilities, and regulatory information regarding road driving. The map data may also be associated with environmental data such as weather, temperature, or humidity. The lean vehicle driving environment data can be used together with the lean vehicle driving input data, the lean vehicle behavior data, and the lean vehicle position data to analyze the driver's driving skills and driving tendencies.

[0247] In the aforementioned turning evaluation data, agility refers to the movement of a lean vehicle when it is traveling around a corner, and the actual turning motion of the lean vehicle corresponds to the turning motion predicted based on the driver's intention to extract the turning force of the lean vehicle. In the aforementioned turning evaluation data, smoothness refers to the movement of a lean vehicle when it is traveling around a corner, and the actual turning motion of the lean vehicle corresponds to the turning motion predicted based on the driver's intention.

[0248] The method for generating the aforementioned turning evaluation data is similar to the method disclosed in, for example, International Publication No. 2021 / 079494.

[0249] When analyzing lean vehicle driving data, which is driving data of lean vehicle X, or when generating turning evaluation data related to at least one of agility and smoothness during turning of lean vehicle X, or when estimating the behavior of lean vehicle X while it is driving, the arithmetic processing unit can use the coordinate transformation data output by the driving data output devices 1 and 51 to process data related to the driving of lean vehicle X with high accuracy.

[0250] Furthermore, the output data generated after processing by the aforementioned processing unit may be used for services related to economic losses. The output data may be used, for example, for information such as preventing theft of lean vehicles, detecting abnormalities in lean vehicles, detecting breakdowns in lean vehicles, maintaining lean vehicles, preventing collisions, improving the driving environment, providing guidance, and providing information to drivers. [Explanation of Symbols]

[0251] 1.51 Driving data output device 10. Processor for outputting driving data 11. Driving data acquisition unit 12. Coordinate Transformation Data Generation Unit 121 Yaw axis processing unit 122 Roll axis alignment processing unit 1221 First Processing Unit 1222 Second Processing Unit 123 Roll axis alignment processing section 1231 First Processing Unit 1232 Second Processing Unit 1233 Third Processing Unit 13 Output section 20 memory 30 sensors D1 Time-series driving data D21 Speed ​​Data D22 Acceleration Data D23 Angular velocity data D24 GPS compass data D25 Geomagnetic Direction Data D3 Coordinate Transformation Data X-Lean Vehicle Xa vehicle body Y Mobile Device

Claims

1. A driving data output device having a driving data output processor that outputs driving data of the coordinate system of a moving body based on the output of a detection device that is mounted on the moving body so as to be fixed by the operator and detects physical quantities related to the behavior of the moving body, The aforementioned processor for outputting driving data, The detection device includes an acceleration sensor that outputs acceleration in three coordinate axis directions and is mounted on the mobile body in a mounting position determined by the operator's free will rather than a predetermined mounting position, and an angular velocity sensor that outputs angular velocity around three coordinate axes and is mounted on the mobile body in a mounting position determined by the operator's free will rather than a predetermined mounting position. The detection device outputs time-series data from this time-series driving data, which includes the speed data of the mobile body, the acceleration data in the three coordinate axis directions in the coordinate system of the acceleration sensor, and the angular velocity data around the three coordinate axes in the coordinate system of the angular velocity sensor. At least time-series driving data for the speed change cycle is acquired, from the time-series driving data for the time-series driving cycle in which the mobile body's posture and longitudinal speed change from a predetermined state while the mobile body is traveling in a mobile body posture and speed determined by the operator's free will rather than a predetermined mobile body posture and speed, until the mobile body's posture and longitudinal speed return to the predetermined state. Using both the time-series travel data for the acquired speed change cycle, at least the time-series travel data when the attitude and longitudinal speed of the mobile body change from the predetermined state, and the time-series travel data when the attitude and longitudinal speed of the mobile body return to the predetermined state, the three coordinate axes in the coordinate systems of the acceleration sensor and the angular velocity sensor are made parallel to or coincide with the three coordinate axes in the coordinate system of the mobile body, and the longitudinal, vertical, and left-right directions relative to the acceleration sensor and the angular velocity sensor are made to match the longitudinal, vertical, and left-right directions relative to the mobile body, respectively, by performing a coordinate system transformation on the acquired time-series travel data for at least the speed change cycle from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the mobile body and outputting it. Unlike the data acquired by the detection device mounted in a predetermined mounting orientation and the data acquired by the detection device before the start of travel in a predetermined mobile body orientation, the travel data output processor is configured to perform coordinate system transformation based on the time-series travel data for at least the speed change cycles acquired by the detection device mounted in a mounting orientation of the operator's free will, while traveling at the mobile body orientation and speed of the operator's free will. Driving data output device.

2. In the driving data output device according to claim 1, The aforementioned processor for outputting driving data is: The sensor coordinate system first axis, which is one of the three coordinate axes in the coordinate system of the acceleration sensor and the angular velocity sensor in the detection device, is made parallel to or coincide with the moving body coordinate system first axis, which is one of the three coordinate axes in the coordinate system of the moving body. Driving data output device.

3. In the driving data output device according to claim 2, The aforementioned processor for outputting driving data is: With the first axis of the sensor coordinate system parallel to or aligned with the first axis of the moving body coordinate system, The orientation of the first axis of the sensor coordinate system is aligned with the orientation of the first axis of the moving body coordinate system. Driving data output device.

4. In the driving data output device according to claim 3, The aforementioned processor for outputting driving data is: The first axis of the sensor coordinate system is made parallel to or coincide with the first axis of the mobile body coordinate system, and the orientation of the first axis of the sensor coordinate system is aligned with the orientation of the first axis of the mobile body coordinate system. The remaining coordinate axes of the sensor's coordinate system, excluding the first axis of the sensor's coordinate system, are made parallel to or coincide with the remaining coordinate axes of the moving body's coordinate system, excluding the first axis of the moving body's coordinate system, and the orientation of the remaining coordinate axes, excluding the first axis of the sensor's coordinate system, is aligned with the orientation of the remaining coordinate axes, excluding the first axis of the moving body's coordinate system. Driving data output device.

5. In the driving data output device according to claim 2, The aforementioned processor for outputting driving data is: With the first axis of the sensor coordinate system parallel to or aligned with the first axis of the moving body coordinate system, The remaining coordinate axes of the sensor's coordinate system, excluding the first axis of the sensor's coordinate system, are made parallel to or coincide with the remaining coordinate axes of the moving body's coordinate system, excluding the first axis of the moving body's coordinate system. Driving data output device.

6. In the driving data output device according to claim 2, The first axis of the moving body coordinate system is either a vertical axis extending in the vertical direction in the coordinate system of the moving body, or a horizontal axis extending in the front-to-back direction in the coordinate system of the moving body. Driving data output device.

7. In the driving data output device according to claim 4, The first axis of the moving body coordinate system is a vertical axis that extends vertically in the coordinate system of the moving body, The aforementioned processor for outputting driving data is: The first axis of the sensor coordinate system is made parallel to or coincide with the vertical axis in the coordinate system of the moving body, and the orientation of the first axis of the sensor coordinate system is aligned with the orientation of the vertical axis in the coordinate system of the moving body. The second axis of the sensor coordinate system, which is one of the remaining coordinate axes of the sensor's coordinate system, is made parallel to or coincide with the front-to-back axis extending in the front-to-back direction in the coordinate system of the moving body. The orientation of the second axis of the sensor coordinate system is aligned with the orientation of the front-to-back axis in the coordinate system of the moving body. Driving data output device.

8. A driving data measuring device configured to be mounted on the moving body, which measures time-series driving data for at least the speed change cycles used for coordinate system transformation in the driving data output device according to claim 1, The aforementioned driving data measurement device is The detection device includes the acceleration sensor and the angular velocity sensor, Measurement processor, Equipped with, The aforementioned measurement processor is When the aforementioned driving data measuring device is mounted on the mobile body in a mounting position of the user's free will rather than a mounting position predetermined by the user, and while the mobile body is traveling in a mobile body position and speed determined by the user's free will rather than a predetermined mobile body position and speed, the device acquires time-series driving data including time-series speed data of the mobile body, acceleration data in the three coordinate axis directions in the coordinate system of the acceleration sensor output time-series from the detection device, and angular velocity data around the three coordinate axes in the coordinate system of the angular velocity sensor. Of the acquired time-series driving data, the time-series driving data that includes at least the number of speed change cycles from when the driving posture and the forward / backward speed of the moving body change from a predetermined state to when it returns to the predetermined state, while the moving body is driving with a moving body posture and speed determined by the free will of the person carrying it, rather than a predetermined moving body posture and speed, is output in a format that is in the coordinate system of the acceleration sensor and the angular velocity sensor, and that can be converted by the driving data output processor of the driving data output device, rather than in a format that has been converted from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the moving body. Driving data measurement device.

9. A driving data measuring device according to claim 8, The aforementioned driving data measurement device is It is further equipped with external communication devices, The aforementioned measurement processor is Of the acquired time-series driving data, the time-series driving data that includes at least the number of speed change cycles from when the driving posture and the forward / backward speed of the driving body change from a predetermined state to when it returns to the predetermined state, while the driving is conducted with a driving posture and speed determined by the free will of the person carrying the vehicle (not a predetermined driving posture and speed), is output to the outside of the driving data measurement device via the communication device in a format that is in the coordinate system of the acceleration sensor and the angular velocity sensor, and that can be converted by the driving data output processor of the driving data output device, rather than in a format that has been converted from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the driving body. A device for measuring driving data.

10. A driving data output device that performs coordinate system transformation based on time-series driving data for at least the speed change cycles acquired by the driving data measuring device described in claim 9, The aforementioned driving data output device is It is further equipped with external communication devices, The aforementioned processor for outputting driving data is: The time-series driving data for at least the speed change cycle is acquired via the communication device. Of the time-series travel data acquired via the communication device for at least one speed change cycle, the system uses both the time-series travel data when the attitude and longitudinal speed of the mobile body change from a predetermined state and the time-series travel data when the attitude and longitudinal speed of the mobile body return to the predetermined state, and outputs the acquired time-series travel data for at least one speed change cycle by performing a coordinate system transformation from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the mobile body. Driving data output device.

11. A driving data measurement output device having a driving data output device according to claim 1 and a driving data measurement device according to claim 8, The aforementioned driving data output processor and the aforementioned measurement processor are configured as a single processor electrically connected to memory and housed in a housing mounted on the mobile body. The single processor described above With the housing mounted on the mobile body in a mounting position of the user's free will rather than a mounting position predetermined by the user, and while the mobile body is traveling in a mobile body position and speed determined by the user's free will rather than a predetermined mobile body position and speed, time-series travel data is acquired, which includes time-series velocity data of the mobile body and time-series travel data including acceleration data in the three coordinate axis directions in the coordinate system of the acceleration sensor and angular velocity data around the three coordinate axes in the coordinate system of the angular velocity sensor, both of which are output time-series from the detection device. Of the acquired time-series driving data, the time-series driving data that includes at least the number of speed change cycles from when the driving posture and the forward / backward speed of the moving body change from a predetermined state to when it returns to the predetermined state, while the moving body is driving with a moving body posture and speed determined by the free will of the person carrying it, rather than a predetermined moving body posture and speed, is output to the memory in a format that can be converted by the driving data output processor, not in a format that has been converted from the coordinate system of the acceleration sensor and the angular velocity sensor to the coordinate system of the moving body. The time-series driving data for at least the speed change cycle is acquired from the memory. Using both the time-series travel data obtained for at least the speed change cycles, specifically the time-series travel data when the attitude and forward / backward speed of the mobile body change from a predetermined state, and the time-series travel data when the attitude and forward / backward speed of the mobile body return to the predetermined state, the three coordinate axes in the coordinate systems of the acceleration sensor and the angular velocity sensor are made parallel to or coincide with the three coordinate axes in the coordinate system of the mobile body, and the forward / backward, up / down, and left / right directions relative to the acceleration sensor and the angular velocity sensor are made to match the forward / backward, up / down, and left / right directions relative to the mobile body, respectively, by performing a coordinate system transformation on the acquired time-series travel data for at least the speed change cycles from the coordinate systems of the acceleration sensor and the angular velocity sensor to the coordinate system of the mobile body and outputting it. Unlike the data acquired by the detection device mounted in a predetermined mounting position and the data acquired by the detection device before the start of travel in a predetermined moving body position, the detection device mounted in a mounting position of the operator's free will is configured to perform coordinate system transformation based on the time-series travel data for at least the speed change cycles acquired while traveling at the moving body position and speed of the operator's free will. Driving data measurement and output device.

12. A lean vehicle data processing device comprising a driving data output device according to any one of claims 1 to 7 and 10, a driving data measurement device according to claim 8 or 9, and a driving data measurement output device according to claim 11, In the lean vehicle data processing device, The aforementioned moving body includes a lean vehicle in which the vehicle body tilts to the left when turning left and to the right when turning right. The time-series driving data for at least one speed change cycle, acquired by the aforementioned driving data output processor and used for coordinate system transformation, is acquired while driving with a driving attitude and speed determined by the operator's free will, rather than a predetermined driving attitude and speed, and is time-series driving data for at least one speed change cycle, from when the driving attitude, including the tilt attitude in the left-right direction, and the driving speed in the front-rear direction change from a predetermined state until it returns to the predetermined state. The coordinate system transformation is performed using time-series travel data for at least the velocity change cycle, which includes at least the change in the tilt posture of the moving body in the left-right direction. Lean vehicle data processing unit.

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