Automated system and method for coaching driving of a vehicle

Abstract

The invention relates to a method and system for acquiring and processing data relating to the performance of a vehicle traveling a route, which uses data acquisition units outside the vehicle, e. g., a GPS unit for detecting the vehicle position, an IMU unit for detecting the vehicle acceleration, a dedicated pressure sensor for detecting the vehicle braking pressure, a webcam for video-recording the route, and a monitor of the heart rate of the user who is driving the vehicle. The data acquired by means of the detection unit outside and inside the vehicle are processed by the system itself to obtain quantitative indices which define the performance of the vehicle traveling the given route, e. g., braking point, braking power, leaning angle i f the vehicle is a motorcycle, percentage of time with throttle opening above a certain threshold value, etc. Such quantitative indices are then compared by the system with further quantitative reference indices relating to a different performance of traveling the same route, by the same or another vehicle, to provide the rider with a feedback in order to improve his / her performance.

Description

[0001] Automated system and method for coaching driving of a vehicle

[0002] The present invention relates to an automated system and method for coaching driving of a vehicle .

[0003] Background art

[0004] In the context of car or motorcycle racing, for amateur and professional riders alike , there is a need to find a way to improve driving performance in order to optimi ze traveling a lap on a circuit . Speci fically, there is a need for a rider, based on the driving performance detected while traveling a given route , to understand where and how to improve his / her future driving performance on the same route .

[0005] There are several patent documents which describe systems for detecting driving data during a driving performance .

[0006] For example , patent document US 8473242 describes a system and method for tracking the traj ectories of participants in a race by means of GPS , providing a feedback substantially in real-time to the participant and optionally to other remotely connected individuals by means of web publication . The feedback includes graphical and tabular presentation of information, such as geographic location, race route , current race performance parameters , proj ections of future goal s and final race performance , predicted position at a given time , predicted time for a given position, performance related to historical participants , personal historical performance , and other members of the current race who are tracked in aggregate form or by demographic data or otherwise divided .

[0007] Moreover, document DE 102013019201 describes a method for acquiring telemetry data in a motor vehicle , including an acquisition device which receives telemetry data recordings provided by a vehicle control unit and stores them in a memory device , where a detection device receives from at least one environmental sensor a plurality of environmental data recordings , each of which describes a current location of the vehicle and stores the environmental data recordings with synchroni zation information in the memory device , where the synchroni zation information of each environmental data recording indicates in each case which of the stored telemetry data recordings was recorded at the location described by the environmental data recording, characteri zed in that the telemetry data of the telemetry data recordings also contain, in addition or as an alternative to the On-Board-Diagnostics data, the vehicle driving dynamics data, which are a selection from the state data group indicated below : active antislip control , active engine drag torque control , active ABS intervention, active ESP intervention, and in that the detection and transmission of the binary information on the activity of the respective control provides the driver with a relevant safety indication of when the driving stability has been endangered .

[0008] On the other hand, document DE102016216601 describes a method for assisting a driver of a given vehicle when driving on a given track, comprising the steps of : a ) while driving a given vehicle on a given track, continuously detecting a position of the given vehicle with respect to the track over at least one stretch of the track; b ) during a new travel on the at least one track stretch, displaying a driving line determined by the continuously detected position, which represents the position profile of a given vehicle during the last travel on the at least one track stretch, over the at least one track stretch by means of a display device (HUD, HMI ) of the vehicle .

[0009] Document DE102012003981 describes a system and method for detecting data relating to a travel of a motor vehicle , comprising at least one sensor device adapted to detect at least one operating parameter of the motor vehicle , at least one image acquisition device for acquiring image data of the travel being provided by a mobile device which is independent of the motor vehicle , a display device being used to display the image data together with the at least one operating parameter .

[0010] Document DE102022103019 describes a device , vehicle , server, and method for evaluating a travel with a vehicle , where the method includes that first data relating to the first travel and characteri zing said first travel are acquired during a first travel with the vehicle on a route ; the described method further includes sending the first data to a server outside the vehicle, receiving second data relating to a second travel of the same vehicle on the same route , and receiving third data relating to the first travel from the server or another transmitter outside the vehicle , the second data being displayed with the third data on a screen in the vehicle , where the second and third data compri se at least one common comparison datum, in particular a traveled distance , fuel ef ficiency, fuel consumption, tire temperature , oil temperature , operating mode of the vehicle , braking point , steering angle , weather conditions , and / or a characteristic of the route or its profile on the route or over time , and where the evaluation comprises at least one comparison value of second data and at least one comparison value of third data .

[0011] US 2021 / 192975 describes a race training device which stores a first route along a circuit during a first time period and a second route along the circuit during a second time period . The race training device identi fies , for each of a plurality of geolocations along the circuit , one of the first route and the second route which is associated with a shorter duration of time during which the user has traversed a route stretch associated with each of the plurality of geolocations . The device determines an optimal route along the circuit based on the first and second routes identi fied for each route segment in each of the plurality of geolocations , which results in a calculated lap time to traverse the circuit less than the first time period and the second time period .

[0012] This solution attempts to determine the best route on the track from geolocated points on the track by comparing the travel times starting from di f ferent past travels . Such geolocated points are selected by observing the parameters of the motor vehicle which have values similar to those of past travels . The track segmentation thus obtained is dynamic and done in order to calculate the best route each time , and not to improve the rider ' s overall driving style . To do this , it is not convenient to act dynamically, always intervening each time with indications at di f ferent points in the route .

[0013] However, the prior-art documents described do not include using a system by means of which it is possible to acquire a set of data relating to the performance of a vehicle traveling a given route , and based on such data, to process driving instructions to a user to improve his / her driving performance , the system in hand being outside the vehicle , applicable to any vehicle and synchroni zable therewith as a function of the speci fications of the vehicle itsel f ( e . g . , type of tires fitted, etc . ) .

[0014] Furthermore , compared with the current prior art , the known systems do not give any interpretation / reprocessing of data, according to which the user can make improvement actions . In particular, no calculated parameters , indicative of a given performance or behavior of the rider, are provided starting from measured data . Indeed, many of the aspects which determine performance and safety are not directly measurable in physical quantities .

[0015] Object and subject-matter of the invention

[0016] It is the obj ect of the present invention to provide an automated coaching method and system which, based on the driving performance detected while traveling a given route , suggests to the rider where and how to improve his / her future driving performance on the same route .

[0017] The present invention relates to a method and system according to the appended claims .

[0018] Detailed description of embodiments of the invention

[0019] List of figures

[0020] The invention will now be described by way of a nonlimiting illustration, with particular reference to the figures in the accompanying drawings , in which :

[0021] - figure 1 shows a flowchart of an embodiment of the present invention;

[0022] - figure 2 shows a flowchart relating to a state machine according to an implementation of the indications given to the user based on the segmentation made by the method of the present invention;

[0023] - figure 3 shows a graph comparing some detected data of a reference rider and a current rider, according to an example of practical application;

[0024] - figure 4 shows two graphs of KPI s (Key Performance Indicators ) comparing some calculated and compared indices of a reference rider and a current rider, according to an example of practical application; figure 5 shows histograms comparing calculated and compared indices of a reference rider and a current rider, according to a practical embodiment .

[0025] It is speci fied here that elements of di f ferent embodiments can be combined together to provide further embodiments , without restrictions , by respecting the technical concept of the invention, as those skilled in the art will ef fortlessly understand from the description .

[0026] The present description also makes reference to the prior art for the implementation thereof in relation to the detail features not described, such as elements of minor importance usually used in the prior art in solutions of the same type , for example .

[0027] When an element is introduced, it is always understood that there can be " at least one" or "one or more" .

[0028] When a list of elements or features is given in this description, it is understood that the finding according to the invention " comprises" or alternatively " consists of" said elements .

[0029] When listing features within the same sentence or bullet list , one or more of the single features can be included in the invention without connection with the other features on the list .

[0030] Two or more of the parts ( elements , devices , systems ) described above can be freely associated and considered as a kit of parts according to the invention . Embodiments

[0031] According to an aspect thereof, with reference to Fig. 1, the invention provides a system for acquiring and processing data relating to the performance of a vehicle traveling a route, which uses data acquisition units outside the vehicle, e.g., one or more of a GPS unit for detecting the vehicle position, an IMU unit for detecting the vehicle acceleration, a dedicated pressure sensor for detecting the braking vehicle pressure (these first three units added to the normal vehicle equipment are considered more important) , a webcam or camera for video-recording the route (for the purpose of visual comparison between videos or, in the case of single video, for displaying real-time information on the video) , a monitor of the heart rate of the user who is driving the vehicle (the latter external units, and possibly others, are considered optional) , and data acquisition units inside the vehicle 10, for example for detecting throttle state, engaged gears, and engine rpm. Hereafter, the internal units will be encompassed by the term "data acquisition device".

[0032] According to an aspect of the invention, data acquired by means of the detection units 10 outside and inside the vehicle are processed by the system itself to obtain at 50 quantitative indices which define the performance of the vehicle traveling the given route, e.g., braking point, braking power, leaning angle if the vehicle is a motorcycle, percentage of time with throttle opening above a certain threshold value, etc. The values of such quantitative indices are then compared at 60 by the system with respective values of the same reference quantitative indices relating to a past performance of the same vehicle and rider traveling the same route or relating to a performance of further vehicles and / or riders , equipped with the same system, traveling the same route . Such quantitative index values are calculated based on respective sets of data acquired at two di f ferent travels of the route by the vehicle (with a predetermined acquisition frequency, even variable ) , or based on a set of data acquired on the vehicle and a simulated or ideal set of data acquired as a reference, e . g . , by an electronic memory, with the same acquisition frequency .

[0033] According to a speci fic embodiment , such a comparison consists in processing graphs of various types so that a visual indication on how to improve the driving performance when traveling the given route is given to a user driving said vehicle .

[0034] In an embodiment , the acquired data can comprise one or more of :

[0035] - time ;

[0036] - vehicle position in the world frame ;

[0037] - vehicle advancement speed;

[0038] - accelerations to which the vehicle is subj ected;

[0039] - roll ( this being speci fic to motorcycles ) or steering or leaning angle ;

[0040] - front and / or rear braking pressure ;

[0041] - throttle position;

[0042] - selected gear ; vehicle engine speed.

[0043] In particular, the acquired data can comprise the subset of vehicle advancement speed, throttle position, selected gears, engine speed, roll or steering or leaning angle. The technical effect of these data is to monitor how the vehicle travels on the route. The subsequent segmentation will lead to monitoring the behavior of the vehicle (and thus of the rider) in typical sections (or rather, "states") of the route, and thus to being able to compare them with other routes for the purpose of driving style improvement and / or maintenance.

[0044] According to an aspect of the invention, such acquired data do not comprise the time of traveling route segments because this can be related to the motor vehicle rather than the driving style.

[0045] The data are segmented at 40, before calculating the index, based on spatial information and driving style. The classes according to space are: curve, sector, lap. The classes according to the driving style are: straight ahead, entering the curve, traveling through the curve, exiting the curve, the latter four being combinable with rider's actions: braking, acceleration, no action (spatial and driving style classes are combined, for example to evaluate straight ahead braking versus braking upon entering the curve. In essence, the Cartesian product of the sets) .

[0046] The segmentation aims to identify, within the driving steps, which rider's behaviors impact performance and safety, and where an improvement thereof is possible. The driving style segmentation can be done according to a state machine shown by way of example in Fig. 2 and can be displayed on a representation of the track layout. The state machine can provide, in an embodiment, for the definition of 4 states: straight ahead 41, entering the curve 42, traveling or holding 43, exiting the curve 44. The transitions between the various states occur based on threshold combinations of the modulus and derivative of the leaning angle in the case of motorcycles. In the case of motor vehicles, the thresholds can concern:

[0047] • Steering angle

[0048] • Vehicle yaw rate

[0049] Preferably, the segments of the spatial segmentation have non-zero dimension, i.e., they are not points on the route but non-zero stretches of the route. Preferably, the spatial segmentation segments are not associated with geolocated points of the route. The states take into account both spatial segmentation and that related to the rider's driving style.

[0050] Such a state machine allows automatically and robustly dividing the driving steps of the analyzed rider. An accurate segmentation allows binding the quantitative performance indices (see below) to the travel of typical (spatial) segments of a track by the vehicle, comparing different travels of the same or similar tracks homogeneously, extracting travel statistics as a function of the recurrence of states in the tracks, and thus providing the rider with accurate and effective indications for improving the vehicle driving effectiveness, as well as having a quantitative measure of the vehicle behavior in such segments. Such a segmentation can be done for any vehicle, such as a car or motorcycle.

[0051] It should be specified here that the segmentation of the invention is not dynamic, because it is not carried out in real time, but after analysis of the rider's past travels. It is this fact that allows for analysis and identification, improvement of the driving style, in typical route segments, such as a curve, instead of attempting to improve the travel on a predetermined track by imparting instructions in real-time.

[0052] In an optional embodiment, the analysis will be presented to the user by means of Key Performance Indicators (KPIs) to be easily understood directly on the track.

[0053] Preferably, according to the invention, the processing unit configured for data pre-processing 25, segmentation 40, index calculation 50 and index comparison 60 is a cloud server. Conveniently, the device 10 can include a different data processing unit which cooperates (e.g., for pre-processing) with the cloud server 30.

[0054] In an embodiment, the system of the invention is developed for motorcycles, therefore the feedback to the user can be understood both in real-time, in a more limited manner, or at a later evaluation step.

[0055] In a test example, the total and partial track lap times (T1-T4) were detected according to the following table :

[0056] The ideal lap times are on the last line. Instead, the best real time is on line 5. This was selected for comparison with the reference rider:

[0057] The deviations (A) are shown. A dynamic comparison between the current rider and the reference rider is shown in Fig. 3. Speed, roll angle, braking pressure, throttle signal and gears (from top to bottom) are plotted . The first split time (Tl) goes from the finish line (FL) to the first gate (Gl) defined on the map. T2 goes from Gl to G2 and so on.

[0058] The largest difference is in T3, a sector in which it is thus more useful to focus on for an effective performance improvement. In the box on the braking pressure graph there is a large difference, as well as in the same sector there is a large difference in the gears used (last graph at the bottom) .

[0059] The second analysis level is done with KPIs obtained from collected data calculated as indicative of the rider's performance and is shown in Fig. 4. Braking, acceleration, and gear shifting points can also be analyzed on the track.

[0060] Fig. 5 shows a deeper analysis level, where from the left there are shown: time to throttle opening, traction, average speed, maximum confidence in braking while leaning, overall confidence in braking while leaning, maximum confidence in throttle opening while leaning, overall confidence in throttle opening while leaning, maximum confidence in throttle opening at high speeds for the reference rider, and personal performance. It can be noted from the comparison:

[0061] - More time spent neither braking nor accelerating;

[0062] - Less use of the throttle;

[0063] - Lower average speed;

[0064] - Much less confident in braking when cornering;

[0065] - Much less confident in using the throttle when cornering; Good confidence in using the throttle at high speeds .

[0066] However, it is also possible to extend the system to car applications, whereby the feedback could be provided in real time to the user by means of an immediately searchable graphical interface. The data acquisition and processing system is a system placed outside the vehicle (i.e., not integrated therein) , which can be connected to any vehicle and is synchronizable therewith so that settings can be customized as a function of the vehicle specifications (e.g., type of tires fitted, braking system fitted, etc.) .

[0067] According to an optional aspect of the invention, to complement the detected data, some information on the rider's profile and the vehicle equipment can be requested from users.

[0068] This will allow collecting several information relating to the market of the specific vehicles.

[0069] Specifically, the data relating to the braking system can be :

[0070] - M / C brand / type ;

[0071] - Caliper brand / type;

[0072] - Disc brand / type;

[0073] - Pad brand / type.

[0074] Other information can be related to other components, e.g., tire brand / type, which could be valuable to dedicated concerned parties. This will allow benchmarking and will also allow suggesting component maintenance or upgrading for users. Specific description of KPIs

[0075] For each sector and lap of the track, the algorithm calculates the "simple" indexes (therefore there will be N+l index values, where N is the number of sectors of the selected track) . The following examples of "simple" indexes are provided by way of example, from which those of interest (one or more) can be selected: {braking, acceleration, no action] Vt) . •sbraking=isBraking(t)dt (braking space traveled)

[0076] • ( space traveled with partial throttle opening) where th is the throttle position channel .

[0077] • (maximum leaning- pressure value ) where <t> is the roll channel .

[0078] • ( cumulative leaning- pressure value ) ( average curve speed) where C2is one of the segmentation step outputs ( C2(t) e {straight ahead, entering the curve, traveling through the curve, exiting the curve} Vt ) .

[0079] Based on the " simple" indexes , " aggregate" indexes can be constructed to provide concise indications to the user .

[0080] According to an aspect of the invention, the set of driving instructions is generated based on the aggregated indices as a weighted sum of said travel indices . Preferably, according to an aspect of the invention, the weights of said weighted sum are selected from a function which promotes the largest numerical value , a function which promotes the smallest numerical value , and a function which promotes the optimal value with respect to predefined reference values .

[0081] The procedure for constructing aggregate indexes according to an example of the invention will be listed below . For each " aggregate" index to be created, it is necessary to select the " simple" indexes that will compose it . These " simple" indexes will be referred to as dimensions from now on .

[0082] For example , the aggregate index I will consist of travel time , average speed, average braking power, maximum acceleration, minimum acceleration .

[0083] For each dimension, the weight function must be selected from the following

[0084] As an example of calculation, it results :

[0085] • travel time : fthe lower the better

[0086] • average speed : fthe greater the better

[0087] • average braking power : fthe optimum the better

[0088] • maximum acceleration : fthe greater the better

[0089] • minimum acceleration : fthe greater the better

[0090] In order to calculate the " aggregate" index, the convex combination of the selected dimensions is made by weighing with the selected functions the di f ference from the reference rider, for example :

[0091] The advantages of the invention can include :

[0092] - collection of large amounts of useful data for both brakes and other components of motorcycles or other vehicles ;

[0093] - use of data for improvement and maintenance purposes ;

[0094] - improved driving performance and safety .

[0095] Although the quantities above were calculated with respect to a reference rider, the di f ference between the first set of indices and the second set of indices can be with the same rider driving the same vehicle , or another rider driving the same vehicle , or another rider driving another vehicle but on the same circuit , or even a simulated or ideal set of indices .

[0096] Advantages

[0097] The advantages of the invention include :

[0098] 1 . Improved data segmentation for vehicle analysis : o The segmentation of the travel data into distinct "vehicle states" based on speci fic thresholds ( e . g . , vehicle position, acceleration, and braking pressure ) allows for a more granular and meaningful analysis of vehicle behavior during di f ferent travel steps . dvanced classification of vehicle states: o By classifying the segmented data into predefined "vehicle states, " the invention allows for a structured and systematic approach to analyze vehicle performance, regardless of geolocation or GPS data. Offline processing for comprehensive analysis: o The offline data processing ensures that analysis is not limited by computational constraints in real time, allowing for more detailed and accurate calculations of the performance indices. Furthermore, offline processing reduces the computational load on the system during travel, enabling easier and more efficient data acquisition without the need for real-time analysis. Generation of quantitative indices for performance evaluation : o The invention provides quantitative indices (e.g., average speed, braking power, acceleration metrics) for each vehicle state, allowing for a detailed performance comparison between different sets of travel data. pplication regardless of vehicle type: o The system is designed to work with any type of vehicle because it relies on specific vehicle parameters (e.g., braking pressure, acceleration) rather than GPS-based geolocations, making it adaptable to a wide range of vehicles and cases of use. ved feedback for driver coaching: The segmentation and classification of data into vehicle states form the basis for generating practical driving instructions, customized to specific vehicle states. This provides the drivers with a more meaningful and effective feedback to improve their performance . on driving style rather than geolocation: By avoiding dependence on GPS data and focusing instead on specific vehicle parameters, the invention focuses on improving the driver' s style and behavior rather than optimizing a geolocation-based route. rt for post-travel analysis: The offline nature of processing allows for a detailed post-travel analysis, allowing drivers or analysts to review performance data and identify areas for improvement without the pressure of real-time decisions. mizable and scalable analysis: The segmentation and classification approach can be customized to include further parameters or thresholds, making the system scalable for different vehicle types, driving conditions, or performance metrics. Improved safety and performance: By identifying specific vehicle states and providing a customized feedback, the invention helps drivers improve their driving style, which can lead to safer and more efficient vehicle operation.

[0099] 11. Ob j ective and quantifiable performance metrics : o The invention provides objective, quantifiable metrics for evaluating the driving performance, which can be used for benchmarking, training or maintenance purposes .

[0100] 12. Adaptability to different driving scenarios: o The segmentation into vehicle states allows the system to adapt to various driving scenarios (e.g., straight driving, cornering, braking) and provide targeted insights for each scenario.

[0101] These and other technical effects collectively contribute to a more effective, flexible and in-depth system for analyzing the vehicle performance and providing the driver coaching.

[0102] Preferred embodiments have been described above and variations of the present invention have been suggested, but it should be understood that those skilled in the art may make modifications and changes without departing from the related scope of protection, as defined by the appended claims.

Claims

AMENDED CLAIMS received by the International Bureau on 20 Octobre 2025 (20.10.2025)1. An automated method (100) for coaching driving of a vehicle along a route, the method comprising performing the following steps:A. providing a data acquisition and display system installable on said vehicle, comprising:- a data acquisition device (10) configured to acquire travel data of said route by said vehicle,- a memory device configured to store the travel data, and- a data display device (20) or a connection device to be connected to a data display system of said vehicle ; wherein the data acquisition and display system either comprises or is in communication with a data processing unit (30) configured to process travel data of a vehicle, the method being characterized in that it performs the following steps:B. acquiring, by said data acquisition device (10) , a first set of travel data of said route by said vehicle, comprising a set of parameters including vehicle speed, throttle state, engaged gears, engine speed, roll or steering or leaning angle, vehicle position, vehicle braking pressure, with a predetermined acquisition frequency;C. acquiring, by said data processing unit (30) , a second set of reference travel data of said route, comprising said set of parameters with the same acquisition frequency, the second set of referencetravel data being related to a different travel of said route or being a set of artificially generated or theoretical data;D. after the acquisitions in steps B and C, segmenting offline (40) the first set of travel data and the second set of reference travel data into a plurality of vehicle states defined by respective thresholds for each of the data of said set of parameters, the segmentation states not being associated with geolocated points of the route;E. providing (50) , by said data processing unit (30) , for each of the states of said plurality of states of step D, a first set of values of a set of quantitative indices of travel performance, based on said first set of data;F. providing (50) , by said data processing unit, for each of the states of said plurality of states, a second set of values of the set of quantitative indices of travel performance, based on said second set of reference data;G. comparing (60) , by said data processing unit, said first set of values of a set of quantitative indices with said second set of values of a set of quantitative indices in the states of said plurality of states and generating a set of driving instructions to a user driving said vehicle based on the comparison, andH. displaying (70) in real time during a next travel of said route, on said data display device (10) or on said data display system of said vehicle, saiddriving instructions in the states of said plurality of states ; wherein said first and said second sets of quantitative indices each comprise one or more of the following travel indices :- average route speed;- maximum route acceleration;- minimum route acceleration;- average route braking power .2 . A method according to claim 1 , wherein said first and said second sets of reference travel data further comprise a video of the route , wherein in step H said driving instructions are displayed in real time superimposed on said video .

3. A method according to claim 1 or 2 , wherein the plurality of states comprises : straight ahead ( 41 ) , entering the curve ( 42 ) , traveling through the curve ( 43 ) , exiting the curve ( 44 ) .4 . A method according to claim 3 , wherein the vehicle is a motorcycle and said plurality of vehicle states is defined by corresponding thresholds of the modulus and derivative of the leaning angle for each of said plurality of states .5 . A method according to claim 3 , wherein the vehicle is a motor vehicle and said plurality of vehicle states is defined by corresponding vehicle steering angle andyaw speed thresholds.

6. A method according to any one of claims 1 to 5, wherein said plurality of states results from the combination of straight ahead (41) , entering the curve (42) , traveling through the curve (43) , exiting the curve (44) with the following rider's actions: braking, acceleration, no action.7 A method according to any one of the preceding claims, wherein the states of said plurality of states are associated with non-zero spatial segments of the route .

8. A method according to any one of claims 1 to 7, wherein said first and said second sets of quantitative indices do not comprise the travel time of spatial segments of the route.

9. A method according to claim 8, wherein said set of driving instructions is generated based on aggregate indices consisting of a weighted sum of said quantitative indices .

10. A method according to claim 9, wherein the weights of said weighted sum are selected from a function which promotes the largest numerical value, a function which promotes the smallest numerical value, and a function which promotes the optimal value with respect to predefined reference values.11 . A method according to any one of the preceding claims , wherein step B comprises the heart rate acquisition for each first and second set of data .12 . A method according to any one of the preceding claims , wherein said first and said second sets of quantitative indices further comprise one or more o f the following travel indices :- space traveled without accelerating or braking;- braking space traveled;- space traveled with partial throttle opening;- maximum leaning-pressure value calculated as the maximum value of the product of the roll angle and the braking pressure along the route ;- cumulative leaning-pressure value calculated as the sum of the leaning-pressure values along the route ;- average speed when cornering .

13. A system ( 100 ) for in-vehicle driver coaching along a route , comprising :- a data acquisition and display system installed on said vehicle , which includes :■ a data acquisition device ( 10 ) configured to acquire travel data of said route by said vehicle ,■ a memory device configured to store the travel data, and■ a data display device ( 20 ) or a connectiondevice to be connected to a data display system of said vehicle;■ a data processing unit (30) ; wherein the data acquisition and display system: either comprises or is in communication with a data processing unit (30) configured to process travel data of a vehicle, is configured to acquire a first set of travel data of said route and optionally at least a second set of reference travel data of said route during different travels of said route, each comprising vehicle speed, throttle state, engaged gears, engine speed, roll or steering or leaning angle, vehicle position, vehicle braking pressure, and vehicle driver's heart beat; and wherein said data processing unit is configured to: acquire, if not already acquired by the data acquisition and display system, a second set of reference travel data of said route, comprising said set of parameters with the same acquisition frequency, the second set of reference travel data being related to a different travel of said route or being a set of artificially generated or theoretical of data; segment (40) offline the first set of travel data and the second set of reference travel data into a plurality of vehicle states defined by thresholds related to the data of the first and second sets of reference travel data of said route acquired by the data acquisition device (10) ;provide ( 50 ) , for each of the states of said plurality of states , a first set of values of the set of quantitative indices of travel performance , based on said first set of reference data ; provide ( 50 ) , for each of the states of said plurality of states , a second set of values of the set of quantitative indices of travel performance , based on said second set of reference data ; compare ( 60 ) said first set of quantitative indices with said second set of quantitative indices in the states of said plurality of states to provide a user driving said vehicle with a set of driving instructions , and wherein said data display device ( 20 ) or said data display system of said vehicle is further configured to display in real time said driving instructions in the states of said plurality of states , wherein the said first and said second sets of quantitative indices comprise one or more of the following travel indices :- average route speed;- maximum route acceleration;- minimum route acceleration;- average route braking power .14 . An apparatus according to claim 13 , wherein said first and said second sets of quantitative indices further comprise one or more o f the following travel indices :- space traveled without accelerating or braking;- braking space traveled;- space traveled with partial throttle opening;- maximum leaning-pressure value calculated as the maximum value of the product of the roll angle and the braking pressure along the route ;- cumulative leaning-pressure value calculated as the sum of the leaning-pressure values along the route ;- average speed when cornering .15 . An apparatus according to claim 13 or 14 , wherein the data acquisition device ( 10 ) comprises a geolocation unit .

16. An apparatus according to any one of claims 13 to 15 , wherein the data acquisition and display system comprises a first data processing unit ( 10 ) in communication with a second remote data processing unit ( 30 ) .

Images