JP2007010718A - Bicycle simulation system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To generate an appropriate simulation sound suited to the situation assumed for a real bicycle or simulated riding. <P>SOLUTION: A bicycle simulation system 10 has a turnable handlebar 28, a left-right pair of pedals 64L and 64R, a first speed pickup 82 for detecting the rotation speed N1 of a flywheel 74, a monitor 14 for displaying a scenery according to the simulated running velocity V, and a second speed pickup 86 for detecting the rotation speed N2 of a crank shaft 60. A main control section 18 acquires rear sprocket revolutions P by multiplying the rotation speed N2 by a gear ratio R, and acquires differential revolutions ΔN by subtracting the rear sprocket revolutions P from the rotation speed N1. When ΔN>0, frequency T is acquired as T←ΔN×Kc. A recorded notch sound is generated from a loudspeaker 15 based on the frequency T. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a bicycle simulation apparatus used for traffic safety education, games, physical fitness training, and the like.

  In order to simulate the driving of airplanes, automobiles, motorcycles, bicycles, etc., simulation apparatuses corresponding to each vehicle have been proposed, and some of them have been put into practical use. Among these, in the bicycle simulation device, the driver performs simulation driving by stroking the pedal while straddling the saddle of the simulation bicycle, and calculates the simulation speed etc. by detecting the rotation of the pedal with a predetermined speed sensor. Processing is done. In the vehicle simulation apparatus, it is preferable to display a scene that changes on the monitor screen according to the simulated traveling speed and to generate a simulated sound to improve the sense of reality.

  Detects the amount of accelerator operation to generate simulated vehicle sounds, and generates sounds close to actual engine sounds using fluctuation processing, acoustic transmission diameter simulation processing, speech synthesis processing that synthesizes multiple engine sounds, etc. There has been proposed an apparatus for making it (see Patent Document 1).

JP 10-277263 A

  By the way, while a bicycle does not have a driving source such as an engine or a motor and can be operated silently, a one-way clutch provided on the rotating shaft of the rear wheel is used to reduce the difference between the rotating speed of the driving sprocket and the rotating speed of the rear wheel. Correspondingly, a notch sound of an intermittent ratchet mechanism called “click, click” is generated, which is a characteristic sound when driving a bicycle. In the bicycle simulation apparatus, it is preferable to generate such a notch sound because the presence is improved.

  The simulated bicycle used in the bicycle simulation apparatus may be provided with a flywheel interlocking with the pedal in order to give an appropriate load to the pedal, and by providing a one-way clutch on the flywheel, A notch sound can be generated. However, depending on the design conditions of the flywheel and the gear ratio, the rotational speed of the flywheel at a predetermined simulated traveling speed and the rotational speed of the rear wheel at the same traveling speed in an actual bicycle are not necessarily the same. Also, the rotational speed of the flywheel may differ from the rotational speed of the rear wheel assumed in the simulated driving (for example, downhill), and the driver feels uncomfortable with the notch sound generated from the one-way clutch of the flywheel. You may feel

  The present invention has been made in consideration of such problems, and provides a bicycle simulation apparatus capable of generating an appropriate simulated sound according to a situation assumed in an actual bicycle or simulated driving. Objective.

  A bicycle simulation apparatus according to the present invention is connected to a crankshaft, and a pair of left and right pedals that a driver rides, a rotating body that rotates in conjunction with the pedals, and a rotation speed of the rotating body is detected. 1 speed detection sensor, 2nd speed detection sensor which detects the rotational speed of the said crankshaft, and the simulated speed setting part which calculates | requires simulated travel speed based on the rotational speed of the said rotary body detected by the said 1st speed detection sensor A display unit for displaying a scene based on the simulated traveling speed, a sprocket rotational speed obtained by multiplying a rotational speed of the crankshaft detected by the second speed sensor by a predetermined gear ratio, and the simulated traveling speed. A frequency setting unit that obtains a frequency value by multiplying a difference from the obtained virtual rear wheel rotational speed by a coefficient, and a simulation that generates a simulated sound based on the frequency value And having a generator.

  In this way, the rotational speed of the rotating body and the rotational speed of the crankshaft are detected, and the difference is calculated in consideration of the rotation ratio, so that it is assumed in actual bicycles and simulated driving based on the difference. Appropriate simulated sounds according to the situation can be generated.

  In this case, if the simulated sound is recorded with a notch sound generated by a one-way clutch, a sound with a higher presence can be generated.

  When the sprocket rotation speed is equal to or higher than the virtual rear wheel rotation speed, the simulated sound generating unit stops at the same natural timing as when the notch sound stops in an actual bicycle. To do.

  The simulated speed setting unit may change the simulated traveling speed in accordance with the slope of the slope when the assumed simulated driving situation is a slope. Thereby, the simulated sound can be generated at a high frequency on the downhill during the simulated operation and at a low frequency on the uphill, and the sound is close to that of the actual operation.

  Further, the bicycle simulation apparatus according to the present invention includes a pair of left and right pedals connected to a crankshaft, a speed detection sensor for detecting the rotational speed of the crankshaft, and a simulated speed setting for setting a simulated traveling speed. A display unit that displays a scene that changes according to the simulated traveling speed, and a value obtained by subtracting a coefficient multiple of the rotational speed of the crankshaft from the simulated traveling speed is a positive value. A frequency setting unit that obtains a frequency value proportional to the value and a simulated sound generating unit that generates a simulated sound based on the frequency value are provided.

  In this way, by generating a simulated sound at a frequency obtained based on the difference between the coefficient multiple of the crankshaft rotational speed and the simulated traveling speed, it is possible to respond to the situation assumed in an actual bicycle or simulated driving. Appropriate simulated sounds can be generated.

  According to the bicycle simulation apparatus of the present invention, the rotational speed of the rotating body and the rotational speed of the crankshaft are detected, and the difference is calculated in consideration of the rotation ratio. Appropriate simulation sounds can be generated according to the situation assumed in the simulation operation.

  Further, the simulated traveling speed is not necessarily set by the rotational speed of the rotating body, and may be a simulated traveling speed corresponding to the scene change speed on the display unit. In this case, by generating a simulated sound at a frequency determined based on the difference between the constant multiple of the rotational speed of the crankshaft and the simulated traveling speed, a natural simulated driving in which the traveling sensation obtained from the visual and auditory senses is consistent. Realized.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a bicycle simulation apparatus according to the present invention will be described with reference to FIGS.

  As shown in FIG. 1, a bicycle simulation apparatus 10 according to the present embodiment includes a simulated bicycle 12, a monitor 14 that displays a scene according to the driving of the simulated bicycle 12 on a screen 14a, simulated sounds and voices for the driver. A speaker 15 for giving an instruction, a mat switch 16 provided at a position where the driver gets on and off, and a main control unit 18 that performs overall control of the bicycle simulation apparatus 10. The main control unit 18 is disposed in front of the simulated bicycle 12, and the monitor 14 and the speaker 15 are disposed above the main control unit 18 at a position where the driver of the simulated bicycle 12 has good visibility. The main control unit 18, the monitor 14, and the speaker 15 are supported by the four support columns 21 so as to be movable up and down, and the height can be adjusted according to the body shape of the driver. The main control unit 18 has a function of displaying an image corresponding to the simulation on the screen 14a, and also has a function as an image processing computer.

  Next, the simulated bicycle 12 will be described. In the following, the mechanisms provided on the simulated bicycle 12 one by one on the left and right will be described separately by attaching “L” to the number sign of the left one and “R” to the number sign of the right one.

  The simulated bicycle 12 fixedly supports the frame 20, a saddle 24 connected to the frame 20 via a seat pillar, a handle 28 that can rotate about the head tube 20a of the frame 20, and the head tube 20a. It has two front forks 30R and 30L as a stand, and a rear wheel 32 rotatably supported by a seat stay 20b and a chain stay 20c of the frame 20. A pipe 31 extending in the lateral direction is provided at the front ends of the front forks 30R and 30L, and the pipe 31 is grounded to the floor. The stem 28a of the handle 28 has a folding mechanism 28b in the vicinity of the head tube 20a, and can be folded or disassembled.

  The front forks 30R and 30L are similar in shape to the front fork of a bicycle (or motorcycle) in appearance, but do not rotate in conjunction with the handle 28 like an actual front fork. There are no front wheels. The rear wheel 32 is provided with a tire 32a having a slightly smaller diameter, and serves as a rear stand by the tire 32a being in contact with the floor. As described above, the simulated bicycle 12 is supported by the front forks 30R and 30L and the rear wheel 32 and stands up. A controller 46 is fixed between the front forks 30 </ b> R and 30 </ b> L and the pipe 31 via a bracket 33.

  The simulated bicycle 12 includes a rotation drive mechanism unit 40, a speed detection mechanism unit 42, a braking mechanism unit 44, a controller 46, and a steering angle sensor 50 (see FIG. 4) that detects the steering angle of the handle 28. A microphone 52 for inputting a driver's voice and a reverse switch 54 provided at the rear of the saddle 24 are provided. The reverse switch 54 is a switch operated when the driver gets off and performs a predetermined simulated reverse operation.

  The rotation drive mechanism 40 includes a pair of cranks 62L and 62R connected to the left and right of a crankshaft 60 provided in the crank tube 20e, pedals 64L and 64R provided at the tips of the cranks 62L and 62R, A front sprocket 66 provided on 62R, a rear sprocket 70 that is rotationally driven from the front sprocket 66 via a chain 68, and a one-way clutch (also referred to as a free hub) 72 that is rotationally driven from the rear sprocket 70. And an iron flywheel (rotary body) 74. The number of teeth z1 of the front sprocket 66 is larger than the number of teeth z2 of the rear sprocket 70, for example, z1 = 52 and z2 = 24, and the gear ratio (rotation ratio) R, which is the ratio of these teeth, is R = 52/24. It is.

  The flywheel 74 is provided between the seat tube 20 f and the rear wheel 32, and is supported by a one-way clutch 72. The one-way clutch 72 and the flywheel 74 are covered with a transparent cover 75, and the notch sound actually generated by the one-way clutch 72 is substantially insulated by the cover 75. The one-way clutch 72 may be a silent type to suppress the actual generation of notch noise.

  The one-way clutch 72 transmits only the rotational driving force in the forward direction of the rear sprocket 70 to the flywheel 74 by an internal ratchet mechanism. Therefore, when the crankshaft 60 rotates in the reverse direction, or when the rotation of the crankshaft 60 stops while the flywheel 74 is rotating in the forward direction, the flywheel 74 is independent of the crankshaft 60. The rotation state at that time (rotation or stop in the positive direction) is maintained.

  As shown in FIGS. 2 and 3, the speed detection mechanism unit 42 includes a wheel rotation detection unit 76 and a crank rotation detection unit 78. The wheel rotation detection unit 76 includes a mounting bracket 80 provided between the seat stay 20b and the chain stay 20c on the right side, and a first speed pickup 82 provided on the mounting bracket 80. The first speed pickup 82 is disposed at a position close to and opposed to the three spokes 74a of the flywheel 74, and when the flywheel 74 rotates, the first speed pickup 82 indicates whether or not the spoke 74a is present. Is supplied to the controller 46. In addition, illustration of the cover 75 is abbreviate | omitted in FIG. 3 so that an internal mechanism can be visually recognized.

  The crank rotation detector 78 has a mounting bracket 84 fixed to the crank tube 20e, a second speed pickup 86 provided on the mounting bracket 84, and a detected rotor 88 fixed inside the front sprocket 66. . The rotor 88 to be detected is an arc-shaped plate of approximately 90 °, and is disposed at a position facing the second speed pickup 86 in the vicinity thereof. When the crankshaft 60 and the front sprocket 66 are rotated by pedaling the pedals 64L and 64R, the second speed pickup 86 supplies a signal indicating whether or not the detected rotor 88 is present to the controller 46. The second speed pickup 86 and the first speed pickup 82 are compatible.

  As shown in FIG. 4, the brake mechanism 44 is elastically rotatable with two brake levers 100L and 100R provided on the handle 28, and brake wires 102 and 104 connected to the brake levers 100L and 100R. Pulleys 106L and 106R, rotation sensors 108L and 108R, and a drum brake 110 (see FIG. 3) for braking the flywheel 74.

  The brake wire 104 is bifurcated by a branch mechanism 111 on the way, one brake wire 104a extends in the direction of the front forks 30R and 30L, and the other brake wire 104b is connected to the drum brake 110. Yes. At the branch portion of the brake wire 104, a part of the outer wire 112 is peeled off and the end thereof is supported by the ring 114, and the exposed inner wire 116 is connected to the two inner wires by pressure bonding, caulking, welding, or the like. One is a brake wire 104a and the other is a brake wire 104b. Therefore, by operating the brake lever 100R, the two brake wires 104a and 104b are pulled simultaneously.

  The brake wire 104a and the brake wire 102 cross on the way, and the lower ends are connected to the pulleys 106R and 106L. When the brake levers 100L and 100R are not pulled, the pulleys 106L and 106R are elastically biased by a spring (not shown) so that the convex portions 118L and 118R face upward. At this time, the brake levers 100L and 100R are elastically biased by the pulleys 106L and 106R and are separated from the handle 28.

  Pulling the brake levers 100L and 100R in the direction of the handle 28 causes the pulleys 106L and 106R to elastically rotate, and the convex portions 118L and 118R face downward. The pulleys 106L and 106R can rotate until the convex portions 118L and 118R come into contact with the stoppers 120L and 120R.

  The rotation angles of the pulleys 106L and 106R can be detected by the rotation sensors 108L and 108R, and the detected angle signals are supplied to the controller 46, respectively. The controller 46 supplies the main controller 18 with a signal corresponding to the detected rotation angle signals of the pulleys 106L and 106R, in other words, the amount of operation of the brake levers 100L and 100R.

  As shown in FIG. 3, the drum brake 110 is disposed concentrically with the flywheel 74, and the arm 110a is connected to the end of the brake wire 104b. The drum brake 110 rotates integrally with the internal drum body connected to the flywheel 74. When the brake wire 104b is pulled by operating the brake lever 100L, the arm 110a tilts, the internal brake shoe expands in the outer diameter direction, and contacts the drum body to generate a frictional force. The wheel 74 is braked.

  As shown in FIG. 4, the rudder angle sensor 50 is provided at the lower end of the head tube 20 a and detects the rotation angle of the stem 28 a that supports the handle 28. Since the microphone 52 is provided on the handle 28 and is close to the driver's face, the driver's voice is clearly input. The steering angle sensor 50, the microphone 52, and the reverse switch 54 are connected to the controller 46, and supply a steering angle signal, an audio signal, and a switch operation signal.

  Returning to FIG. 1, the mat switch 16 includes an independent left switch 150L and a right switch 150R, and is disposed at a position where the driver can step on the head tube 20a of the frame 20 with both feet when the driver gets off. Yes. That is, the left foot steps on the left switch 150L and the right foot steps on the right switch 150R. The left switch 150 </ b> L and the right switch 150 </ b> R are turned on by being stepped on, and supply the on signal to the controller 46.

  Each of the left switch 150L and the right switch 150R has a thin mat shape, and is provided between a grid-like vertical electrode line and a horizontal electrode line that are attached to face the front rubber and the back rubber, and between the front rubber and the back rubber. With inserted soft insulation. The vertical electrode line and the horizontal electrode line are connected to one of two output terminals (not shown). The surface rubber elastically deforms while compressing the insulating material when the driver steps on the foot, and the vertical electrode line and the horizontal electrode line come into contact at the intersection. As a result, the two output terminals are conducted and turned on. If the foot is released, the vertical electrode line and the horizontal electrode line are separated and turned off. The mat switch 16 is not a left and right independent type, but a mat switch in which two switches are integrated may be used, for example, arranged on the left side of the simulated bicycle 12. With such a mat switch arrangement, after the driver gets off to the left, the user can step on the spot to realize a more realistic walking motion by pushing in the walking mode, which will be described later.

  As shown in FIG. 5, the controller 46 includes an input interface unit 170, a CPU (Central Processing Unit) 172, and a first communication unit 174. The first communication unit 174 is connected to the second communication unit 192 of the main control unit 18 and performs real-time communication with the main control unit 18. The input interface unit 170 is connected to the steering angle sensor 50, the microphone 52, the first speed pickup 82, the second speed pickup 86, the rotation sensors 108L and 108R, the reverse switch 54, the left switch 150L, and the right switch 150R. Input signals and digital signals.

  The CPU 172 processes or converts the signals of the electrical components described above and transmits the signals to the main control unit 18 via the first communication unit 174. For example, the CPU 172 obtains the rotational speed N1 of the flywheel 74 and the rotational speed N2 of the crankshaft 60 from the frequencies of the signals supplied from the first speed pickup 82 and the second speed pickup 86, and supplies them to the main control unit 18. .

  The main control unit 18 includes a status setting unit 180 that sets the status of simulated driving, an arithmetic processing unit (frequency setting unit) 182 that performs arithmetic processing according to the driving status, and a display control unit 184 that controls display of the monitor 14. A sound driver (simulated sound generating unit) 186 that outputs sound from the speaker 15, a warning unit 188 that gives a predetermined warning to the driver, a voice recognition unit 190 that recognizes a voice input from the microphone 52, and , A second communication unit 192 for controlling communication with the first communication unit 174, and a readable / writable storage unit 194.

  The storage unit 194 stores notch sound data 194a obtained by digitally recording in advance a notch sound generated by rotating an actual one-way clutch.

  The acoustic driver 186 includes an ambient sound generation unit 186a that generates a simulated ambient sound (wind noise, tire road surface sound, horn, etc.) that is generated according to a driving situation, and a sound that generates a sound of a warning or guidance person. A generator 186b, a notch sound generator 186c for reading and holding the notch sound data 194a, a mixer 186d for synthesizing sound data supplied from these sound generators, and amplifying the signal obtained by the synthesis And an amplifier 186e for supplying to the speaker 15. The acoustic driver 186 further includes a notch sound supply control unit 186f that sets an interval for supplying the notch sound from the notch sound generation unit 186c to the mixer 186d based on the frequency T obtained from the arithmetic processing unit 182. In FIG. 5, only one set of the acoustic driver 186 and the speaker 15 is shown, but a configuration corresponding to a stereo format may be used. The notch sound may be generated from another independent speaker without passing through the mixer 186d.

  In practice, the main control unit 18 includes a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), and a hard disk (HD) as a storage unit. Each function unit of the main control unit 18 shown in FIG. 5 is realized by the CPU reading a program recorded in the HD and executing the program in cooperation with the ROM, RAM, and predetermined hardware.

  Next, a method for simulating bicycle travel using the bicycle simulation apparatus 10 configured as described above will be described.

  In step S1 of FIG. 6, it is confirmed whether or not the mat switch 16 is turned on. That is, when at least one of the left switch 150L or the right switch 150R of the mat switch 16 is turned on, the process proceeds to step S2, and when both are off, the process waits at step S1. In other words, when the driver stands on the mat switch 16, the process automatically proceeds to step S2. Until then, the driver stands by in step S1 and enters a predetermined power saving mode (for example, the monitor 14 is turned off). I can keep it.

  In step S2, a simulated operation is started and a predetermined start screen is displayed on the screen 14a. In this start screen, an image of a stopped bicycle and an image of a person who is a driver standing next to the bicycle are displayed. In addition, on the screen 14 a, the characters “Start simulated driving. Sit on the saddle and stroke the pedal.” Are displayed on the screen 14 a, or sound of similar words is emitted from the speaker 15.

  In this manner, the simulated operation can be automatically started by stepping on the mat switch 16, and the simulated operation can be started without a sense of incongruity without requiring a complicated operation. In addition, the driver only needs to perform an operation according to an instruction issued from the screen 14a or the speaker 15, and can perform an easy operation without a manual or the like, and even a child can perform a simulated driving.

  In step S3, it is confirmed whether or not the mat switch 16 is turned off. That is, when both the left switch 150L and the right switch 150R are turned off, the process proceeds to step S4, and when at least one is turned on, the process waits in step S3.

  In other words, when the driver steps over the saddle 24 and removes his / her foot from the mat switch 16, the process automatically proceeds to step S4, and actual driving in the simulated driving can be started. At this time, the start screen is terminated and an image of a bicycle and an image of a person riding on the bicycle are displayed.

  In step S4, it is confirmed whether or not a predetermined traveling condition is satisfied. When the travel condition is satisfied, the process proceeds to the travel mode of step S5, and when the travel condition is not satisfied, the process proceeds to step S6. The traveling mode is a mode for performing a simulated traveling by driving the pedals 64L and 64R while operating the steering wheel 28 while the driver is sitting on the saddle 24. In this case, a scene that changes based on the simulated traveling speed V and the steering angle obtained based on the first speed pickup 82 and the steering angle sensor 50 is displayed on the screen 14a (see FIG. 1). In the travel mode, a predetermined warning may be issued when the simulated travel speed V is equal to or higher than the specified speed, or when the virtual bicycle protrudes from the virtual road. In the running mode, a notch sound is generated from the speaker 15 based on the frequency T set by the arithmetic processing unit 182. The procedure for generating this notch sound will be described later.

  In step S6, it is confirmed whether the simulated driving status is stopped, paused, or the signal is red. If the stop, pause, or signal is red, the process proceeds to the stepped mode of step S7. Otherwise, the process proceeds to step S8. In the foot landing mode, the driver operates the brake levers 100L and 100R to set the simulated traveling speed V to 0 and then gets off and steps on the mat switch 16. As a result, a scene in which the driver and the bicycle are stopped at a red signal is displayed on the screen 14a. The foot landing mode is canceled when the signal changes from red to blue in the simulated driving situation, or when the left and right safety checks are made securely.

  In step S8, it is confirmed whether or not the state of the simulated driving is a case where the vehicle passes a pedestrian priority road such as a pedestrian crossing or a pedestrian exclusive road such as a sidewalk. When it passes through a pedestrian priority road or a pedestrian exclusive path, it moves to the walking mode of step S9, and it moves to step S10 in the case other than that. The walking mode is a mode for pushing a bicycle on a pedestrian path or the like, for example, a mode for learning pushing walking that does not cause trouble for other pedestrians. In this case, the driver gets off the vehicle and steps on the mat switch 16 to reproduce the walking state, and a corresponding scene is displayed on the screen 14 a of the monitor 14.

  In step S10, it is confirmed whether or not the simulated driving situation is a situation where the bicycle is moved backward. In the case of reverse, the process proceeds to the reverse mode in step S11, and in other cases, the process proceeds to step S12. The reverse mode is a mode in which the driver who gets off moves backward while pushing the bicycle. In this case, the driver gets off the vehicle and steps on the mat switch 16 while turning on the reverse switch 54 to reproduce the reverse state, and a corresponding scene is displayed on the screen 14 a of the monitor 14.

  In step S12, it is confirmed whether or not a predetermined end condition is satisfied. If the end condition is satisfied, the simulated operation is terminated. If the condition is not satisfied, the process returns to step S4 and the simulated operation is continued. Further, the process returns to step S4 even after the processes of steps S5, S7, S9 and S11 are completed.

  When the simulation operation is to be terminated, it is confirmed whether or not the mat switch 16 is turned on, as in step S1. In this case, when the mat switch 16 is turned on, it is possible to detect that the driver has got off the simulated bicycle 12, and based on this, the simulated driving is terminated, and a standby state such as a predetermined power saving mode is established. Return to. In step S2, if the simulated bicycle 12 is not operated at all during a predetermined period after the mat switch 16 is turned off, the driver once steps on the mat switch 16 but gets on the simulated bicycle 12. In this case, it is preferable to return to the standby state because it is considered that the user has left without any problems.

  Next, a procedure for generating a notch sound from the speaker 15 based on the frequency T set by the arithmetic processing unit 182 in the traveling mode will be described with reference to FIGS. The processing shown in FIG. 7 is repeatedly executed by the main control unit 18 mainly by the arithmetic processing unit 182 and the acoustic driver 186 every predetermined minute time.

  First, in step S101, the rotational speed N2 of the crankshaft 60 is obtained based on the signal obtained from the first speed pickup 82 and multiplied by the gear ratio R to obtain the rear sprocket rotational speed P as P ← N2 × R.

  In step S102 (simulated speed setting unit), a simulated traveling speed V is obtained based on a predetermined subroutine process (see FIG. 8). This process will be described later.

  In step S103, the rotational speed Nx of the virtual rear wheel is obtained as Nx ← V / A based on the simulated traveling speed V. Here, the constant A is a value determined by the assumed rear wheel diameter of the bicycle.

  In step S104, the rear sprocket rotational speed P is subtracted from the rotational speed Nx to obtain a differential rotational speed ΔN as ΔN ← Nx−P.

  In step S105, the sign of the differential rotation speed ΔN is determined. That is, when ΔN> 0, the process proceeds to step S106, and when ΔN ≦ 0, the process proceeds to step S107.

  In step S <b> 106, the acoustic driver 186 generates the notch sound of the notch sound generation unit 186 c from the speaker 15 based on the frequency T supplied from the arithmetic processing unit 182. The frequency T is obtained as T ← ΔN × Kc. Here, the constant Kc is the number of occurrences of the notch sound per one rotation of the rear wheel one-way clutch assumed in an actual bicycle, and is set to any one of 12 to 36, for example. After step S106, the process proceeds to step S108.

  Since the one-way clutch 72 is covered with the cover 75 as described above, the notch sound actually generated is hardly heard by the driver, and the notch sound of the frequency T generated in step S106 is heard.

  In step S107, a predetermined control signal is supplied to the notch sound supply controller 186f to stop the generation of the notch sound.

  In step S108, based on the simulated traveling speed V, a scene that changes on the screen 14a is displayed under the action of the display control unit 184. The displayed scene is changed in accordance with the simulated traveling speed V, and is displayed so that the higher the simulated traveling speed V is, the faster the flow is. After this step S108, the current process shown in FIG.

  Next, the process for obtaining the simulated traveling speed V in step S102 will be described with reference to FIG.

  First, in step S201, the rotational speed N1 of the flywheel 74 is obtained based on the signal obtained from the second speed pickup 86.

  In step S202, the first temporary parameter V1 for obtaining the simulated traveling speed V is obtained as V1 ← N1 × A + Kb. Here, the variable Kb is a deceleration moving amount (m / s) by the brake, and is obtained by the rotation sensors 108L and 108R.

  In step S203, it is confirmed whether or not the first temporary parameter V1 is V1 <0. If V1 <0, V1 ← 0 is set (step S204), and the first temporary parameter V1 is limited so as not to become a negative value.

  In step S205, considering the previous simulated traveling speed V0 and the simulated environment, the second temporary parameter V2 for determining the simulated traveling speed V is determined as V2 ← V0 + K1 + K2. Here, the variable K1 is an adjustment amount (m / s) due to road surface inclination, and the variable K2 is an adjustment amount (m / s) due to environmental factors such as wind.

  The variables K1 and K2 are acquired and set as data relating to the current simulated driving situation from the situation setting unit 180. For example, it is set to 0 on the basis of no wind running on a flat ground, and is set as K1 ← K1 + t × s when it is a slope. Here, the variable t is the traveling time on the slope. The variable s is set to have a large absolute value in accordance with the slope of the slope, and its sign is set as a positive value when downhill and as a negative value when uphill.

  The variable K2 is set to 0 when there is no wind according to the wind assumed in the simulation operation, set to a large positive value according to the wind speed when the wind is following, and has a large absolute value according to the wind speed when the wind is heading. Set as a negative value.

  In step S206, it is confirmed whether or not the second temporary parameter V2 is V2 <0. If V2 <0, the process proceeds to step S207, and if V2 ≧ 0, the process proceeds to step S208.

  In step S207, considering the brake operation for the second temporary parameter V2, S2 ← S2 + Kb is added and the process proceeds to step S209, while in step S208, S2 ← S2−Kb is subtracted and the process proceeds to step S210. Move.

  In step S209, it is confirmed whether or not the second temporary parameter V2 is V2 <0. If V2 <0, V2 ← 0 is set (step S211), and the second temporary parameter V2 is limited so as not to become a negative value. When V2 ≧ 0, the process proceeds to step S212.

  In step S210, it is confirmed whether or not the second temporary parameter V2 is V2> 0. If V2> 0, V2 ← 0 is set (step S211), and the second temporary parameter V2 is limited so as not to have a positive value. When V2 ≧ 0, the process proceeds to step S212. The comparison process in step S210 is a process that takes into account a reverse movement such as an uphill or a headwind, and limiting V2 ← 0 when V2> 0 is a forward movement by a brake operation larger than the reverse factor load. It is for excluding.

  In step S212, the first temporary parameter V1 and the second temporary parameter V2 are compared. When S1 ≧ S2, the simulated traveling speed V is set as V ← S1 in step S213, and when S1 <S2. In step S214, V ← S2 is set. That is, when V <0, inconsistency with pedal movement occurs, so only positive values are considered.

  Further, in step S215, the updated simulated traveling speed V is stored in a predetermined storage unit, and is used as the simulated traveling speed V0 in step S205 at the next processing.

  By the way, the rotational speed of the flywheel 74 at a predetermined simulated traveling speed V and the rotational speed of the rear wheel at the same traveling speed in an actual bicycle do not necessarily match, and the frequency of the notch sound of the one-way clutch 72 is not good for the driver. May feel natural. On the other hand, in the bicycle simulation apparatus 10, the frequency T that is felt uncomfortable for the driver is obtained by multiplying the differential rotation speed ΔN by a constant Kc.

  Furthermore, since the variables K1 and K2 are values that change according to the situation of the simulation operation, by using the variables K1 and K2, the frequency T is an external force other than the force applied to the pedal, that is, gravity or wind on the slope. Even the wind pressure due to is considered. The obtained frequency T is supplied to the notch sound supply control unit 186f to validate the notch sound generation process.

  Although the processing shown in FIGS. 7 and 8 is described as being executed in the travel mode, the same processing may be performed in the walking mode. In the walking mode, the time interval when the driver steps on the mat switch 16 with his / her foot regardless of the rotational speed N1 may be regarded as the walking speed, and the walking speed may be regarded as the simulated traveling speed V (simulated speed setting unit). In this case, the frequency T is obtained as T ← V × Kc / A (frequency setting unit), and is supplied to the acoustic driver 186 to generate a relatively low frequency notch generated when the driver is pushing. Sound can be generated from the speaker 15.

  Next, a first deformation process for generating a notch sound will be described with reference to FIG. This process can be replaced with the process shown in FIGS.

  The process from step S301 to S307 shown in FIG. 9 is the same process as the process from step S205 to S211.

  After step S307, in step S308, the rotational speed Nx of the virtual rear wheel is obtained as Nx ← V2 / A.

  In step S309, the rotational speed N1 of the flywheel 74 is obtained based on the signal obtained from the second speed pickup 86.

  In step S310, the rotational speed N1 of the flywheel 74 is compared with the rotational speed Nx of the virtual rear wheel. If N1 <Nx, the process proceeds to step S311. If N1 ≧ Nx, the process proceeds to step S313.

  In step S311, the differential rotation speed ΔN is obtained as ΔN ← Nx−N1, and the frequency T is obtained as T ← ΔN × Kc. Thereafter, in step S312, a notch sound is generated as in step S106.

  On the other hand, in step S313, the generation of the notch sound is stopped as in step S107.

  According to the processing shown in FIG. 9, the second speed pickup 86 for detecting the rotation of the crankshaft 60 is not required, the configuration is simplified, and the control processing load is reduced.

  Next, a second deformation process for generating a notch sound will be described with reference to FIGS. This process can be replaced with the process shown in FIGS.

In this second deformation process, two sensors 86a and 86b (see FIG. 11) corresponding to the second speed pickup 86 are provided in parallel, and the crankshaft 60 is rotated forward and backward in the order in which the detected rotor 88 is detected. The direction is recognized, and the control considering the rotation direction is performed. The signed rotational speed detected by the two sensors 86a and 86b is distinguished from the unsigned rotational speed N2 and expressed as a rotational speed N2 _S.

  Steps S401 to S408 in FIG. 10 are the same processes as the processes in steps S301 to S308.

After step S408, in step S409, the rotational speed N2 _S of the crankshaft 60 is obtained from the sensors 86a and 86b.

In step S410, the multiplication value N2 _S × R of the rotation speed N2 _S and the gear ratio R is compared with the rotation speed Nx. If N2 _S × R <Nx, the process proceeds to step S411, where N2 _S × R ≧ Nx. If so, the process proceeds to step S413.

In step S411, the differential rotation speed ΔN is obtained as ΔN ← Nx−N2 _S × R, and the frequency T is obtained as T ← ΔN × Kc. Thereafter, in step S412, a notch sound is generated as in step S106.

  On the other hand, in step S413, the generation of the notch sound is stopped as in step S107.

  According to the processing shown in FIG. 10, a more appropriate notch sound can be generated in consideration of the rotation direction of the crankshaft 60.

  As described above, according to the bicycle simulation apparatus 10, the driver actually travels as if the simulated bicycle 12 is driven by his / her own operation on the pedals 64 </ b> L and 64 </ b> R and external forces such as gravity and wind pressure generated by the situation setting. I can feel such a feeling visually. At this time, the speaker 15 generates a notch sound corresponding to the simulated traveling speed V and the rotation of the crankshaft 60, so that the driver can visually feel that he is actually traveling. That is, when traveling on flat ground without wind, a notch sound is generated based on the operating speed of the pedals 64R and 64L, that is, the rotational speed N2 of the crankshaft 60 and the rotational speed N1 of the flywheel 74. The frequency T of the notch sound is different from the frequency of the actual notch sound generated by the one-way clutch 72. By considering the constant Kc, the rear wheel rotation of the same condition in the actual bicycle, not the rotational speed N1 of the flywheel 74 is considered. It becomes a frequency based on the speed and can be heard as a realistic sound.

  In this case, if the pedals 64R and 64L are not turned, a high-pitched sound is generated at a high frequency, and if the pedals are turned slowly, a low-frequency sound is generated at a low frequency. When the pedals 64R and 64L are quickly moved and ΔN = 0, the ratchet mechanism is engaged inside the one-way clutch 72 and the driving force is effectively transmitted to the flywheel 74 (rear wheel in the simulation). It becomes. This case corresponds to steps S109 and S110 described above, and the generation of notch sound is stopped as in the case of an actual bicycle, and the presence is further enhanced. When the brake lever 100L is operated while the pedals 64L and 64R are stopped, the rotational speed N1 of the flywheel 74 is decreased, so that the frequency T at which the notch sound is generated decreases. It becomes the same.

  In a situation where the simulated traveling speed V is assumed to change due to an external force such as gravity or wind pressure on a slope, the notch sound generated from the speaker 15 by obtaining the frequency T in consideration of the variables K1 and K2 is The sound is natural according to the assumed situation. Therefore, the speed that is visually felt by the change speed of the scene displayed on the screen 14a corresponding to the simulated traveling speed V is the same as the speed that is perceptually felt by the notch sound generated from the speaker 15. I do not feel uncomfortable.

  The notch sound to be generated is not limited to electronic means generated from the speaker 15, and may be generated mechanically. For example, as shown in FIG. 12, an inverter 300 and a motor 302 controlled by the main control unit 18 and a one-way clutch 304 rotated by the motor 302 are provided, and the motor 302 and the one-way clutch are controlled by the rotation speed control by the inverter 300. 304 may be rotated at a predetermined speed. As a result, the same effect as the electronic means generated from the speaker 15 can be obtained, and a more realistic feeling can be obtained when the actual one-way clutch 304 generates sound. Further, the configuration of the acoustic driver 186 is simplified. In this case, the inverter 300 and the motor 302 may be housed inside the cover 75 or the like, and the generated sound may be insulated. In this case, the sound generated by the one-way clutch 304 is an actual notch sound, but is not a sound generated from the original rear wheel, and thus is a simulated sound in the simulation.

  Of course, the bicycle simulation apparatus according to the present invention is not limited to the above-described embodiment, and various configurations can be adopted without departing from the gist of the present invention.

1 is a perspective view of a bicycle simulation apparatus according to the present embodiment. It is a perspective view of the rotation drive mechanism part and its periphery in a simulation bicycle. It is the perspective view which looked at the flywheel and its periphery in a simulation bicycle from diagonally upward. It is a front view of a simulation bicycle. It is a block diagram of the electrical component part of a bicycle simulation apparatus. It is a flowchart of the main routine of the method of performing the simulation driving | operation of a bicycle using a bicycle simulation apparatus. It is a flowchart which shows the procedure which generates a notch sound. It is a flowchart which shows the procedure which calculates | requires simulation running speed. It is a flowchart which concerns on the 1st modification of the procedure which generates a notch sound. It is a flowchart which concerns on the 2nd modification of the procedure which generates a notch sound. It is a perspective view of the rotation drive mechanism part in which two rotation sensors of the crankshaft were provided in parallel, and its periphery. It is a figure which shows the mechanism which rotates a one-way clutch with a motor and generates a notch sound.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Bicycle simulation apparatus 12 ... Simulated bicycle 14a ... Screen 18 ... Main control part 46 ... Controller 60 ... Crankshaft 64L, 64R ... Pedal 66 ... Front sprocket 68 ... Chain 70 ... Rear sprocket 72, 304 ... One-way clutch 74 ... Flywheel 75 ... Cover 76 ... Wheel rotation detection unit 78 ... Crank rotation detection unit 82 ... First speed pickup 86 ... Second speed pickup 182 ... Calculation processing unit (frequency setting unit)
186 ... Acoustic driver (simulated sound generator) 186c ... Notch sound generator 186d ... Mixer 186f ... Notch sound supply controller 194a ... Notch sound data N1, N2 ... Rotational speed ΔN ... Differential rotation R ... Gear ratio (rotation ratio)
T ... Frequency

Claims (5)

A pair of left and right pedals connected to the crankshaft and driven by the driver;
A rotating body that rotates in conjunction with the pedal;
A first speed detection sensor for detecting a rotation speed of the rotating body;
A second speed detection sensor for detecting the rotational speed of the crankshaft;
A simulated speed setting unit for obtaining a simulated traveling speed based on the rotational speed of the rotating body detected by the first speed detection sensor;
A display unit for displaying a scene based on the simulated traveling speed;
The coefficient is multiplied by the difference between the sprocket rotational speed obtained by multiplying the rotational speed of the crankshaft detected by the second speed sensor by a predetermined gear ratio and the virtual rear wheel rotational speed obtained from the simulated traveling speed. A frequency setting unit for obtaining a frequency value by
A simulated sound generator for generating a simulated sound based on the frequency value;
A bicycle simulation apparatus comprising: The bicycle simulation apparatus according to claim 1,
The bicycle simulation apparatus according to claim 1, wherein the simulated sound is a recording of a notch sound generated by a one-way clutch. The bicycle simulation apparatus according to claim 1,
The bicycle simulation apparatus, wherein the simulated sound generating unit stops generating the simulated sound when the sprocket rotational speed is equal to or higher than the virtual rear wheel rotational speed. The bicycle simulation apparatus according to claim 1,
The simulation speed setting unit is configured to change the simulated traveling speed according to a slope degree when a simulated driving situation is a slope. A pair of left and right pedals connected to the crankshaft and driven by the driver;
A speed detection sensor for detecting the rotational speed of the crankshaft;
A simulated speed setting unit for setting the simulated traveling speed;
A display for displaying a scene that changes in accordance with the simulated traveling speed;
When a value obtained by subtracting a coefficient multiple value of the rotational speed of the crankshaft from the simulated traveling speed is a positive value, a frequency setting unit that obtains a frequency value proportional to the positive value;
A simulated sound generating unit for generating a simulated sound based on the frequency value;
A bicycle simulation apparatus comprising:

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