JP2012042881A - Bicycle simulation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To display a cycling image according to steering operation without bringing a feeling of strangeness, and also achieve downsizing of device and cost reduction.SOLUTION: A bicycle simulation device 10 that comprises a model bicycle with a steering 40 and a display unit 200 arranged at least in front of the model bicycle includes a turning angle provision part 230 for providing information on a turning angle to display an image in a turning manner, in response to operation of the steering 40 by a user. The turning angle provision part 230 sets an angle equal to or less than a predetermined steering angle around a neutral point of the steering 40 as a dead zone, and obtains a turning angle corresponding to an input steering angle based on properties that the turning angle is set at 0° when the input steering angle around the neutral point associated with the operation of the steering 40 is less than the dead zone and that the input steering angle and the turning angle become equal at least partially when the input steering angle is equal to or greater than the predetermined steering angle.

Description

  The present invention relates to a bicycle simulation apparatus that is used for traffic safety education, games, physical fitness training, and the like, and allows a user to experience a bicycle running state in a simulated manner.

  Recently, in order to simulate 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, a device is proposed in which the driver runs the pedal while straddling the saddle of the simulated bicycle and operates the steering (handle) to perform the simulated driving (see Patent Document 1). .

  Conventionally, there has been proposed a motorcycle riding simulation apparatus including a display device that is arranged in front of a model motorcycle and displays a pre-stored image corresponding to the operation of the model motorcycle (see, for example, Patent Document 2). ). The device described in Patent Document 2 is applied to a motorcycle, and a yaw angle change per unit time (yaw rate ωv) on a screen with respect to a yaw angle change per unit time (yaw rate ωc) of a model motorcycle. ) Is delayed, it is possible to display a running image without a sense of incongruity when turning a corner while turning the vehicle body.

Utility Model Registration No. 2558981 Japanese Patent No. 3581500

  By the way, in the bicycle simulation apparatus as shown in Patent Document 1, when turning the vehicle body, the vehicle is turned mainly by a steering operation without tilting the vehicle body. For this reason, when the method described in Patent Document 2 is adopted as the display processing of the traveling image corresponding to the steering operation, the steering angle change per unit time on the screen is delayed with respect to the steering angle change per unit time of the steering. Thus, a running image is displayed. As a result, the change in the running image appears to be delayed with respect to the speed of the steering operation, and there is a concern that the running image may be displayed with a sense of incongruity.

  In addition, when using the yaw rate, the bicycle simulation device requires not only a yaw rate sensor, but also a clock timing means for measuring unit time in addition to a memory for storing a background image as a basis of a running image, A new memory is required to store the angle data sampled every unit time.

  The present invention has been made in consideration of such problems, and can display a running image according to a steering operation without a sense of incongruity, and further, a yaw rate sensor, a clock timing means for calculating a yaw rate, and a dedicated memory. It is an object of the present invention to provide a bicycle simulation apparatus that can reduce the size of the apparatus itself and reduce the cost.

[1] The bicycle simulation apparatus according to claim 1 of the present invention is disposed at least in front of a model bicycle (12) having at least a steering (40) operable by a user, and the model bicycle (12). In a bicycle simulation apparatus (10) provided with a display device (200) that displays a pre-stored image corresponding to the operation of the model bicycle (12), the bicycle corresponds to the operation of the steering (40) by the user. A turning angle providing unit (230) for providing turning angle information for displaying the image turning, the turning angle providing unit (230) being centered on a neutral point of the steering (40). A dead zone (Wh) or less is set as a dead zone (Wh), and an input rudder angle centered on the neutral point associated with the operation of the steering (40) is If it is less than the dead zone (Wh), the turning angle is set to 0 °, and if the input rudder angle is equal to or greater than the predetermined rudder angle, the input rudder angle and the turning angle are at least partially equal. Based on this, a turning angle corresponding to the input rudder angle is obtained. Note that the reference numerals in parentheses are appended to the reference numerals in the accompanying drawings for easy understanding of the present invention, and the present invention is not construed as being limited to the reference numerals. The same applies hereinafter.

[2] The invention according to claim 2 is the bicycle simulation apparatus (10) according to claim 1, wherein the characteristic is that the maximum input rudder angle (absolute value) of the input rudder angle is the turning angle of the video. The maximum turning angle (absolute value) is equal only at one point.

[3] The invention according to claim 3 is the bicycle simulation apparatus (10) according to claim 2, wherein the relationship between the input rudder angle and the turning angle varies depending on a traveling speed region, and normal traveling is performed in a low speed traveling region. The turning angle with respect to the input rudder angle is smaller than the region.

[4] The invention according to claim 4 is the bicycle simulation apparatus (10) according to claim 2, wherein a relationship between the input rudder angle and the turning angle varies depending on a traveling speed region, and normal traveling is performed in a high-speed traveling region. The turning angle with respect to the input rudder angle is smaller than the region.

[5] The invention according to claim 5 is the bicycle simulation apparatus (10) according to claim 3, wherein the rotating body (120) is rotated by a rotation operation of the user's pedal (124), and the rotating body (120). The load unit (300) generates electric power by the rotation of the rotating body (120) and supplies a load corresponding to the current flowing between the terminals to the rotating body (120). ) And a capacitor (330) connected between the terminals. At the beginning of rowing, the load on the operation of the pedal (124) is heavy and gradually increases as the speed increases. The load is reduced.

[6] The invention according to claim 6 is the bicycle simulation apparatus (10) according to any one of claims 3 to 5, wherein the input steering angle (absolute value) is | Ax | (Absolute value) is | Mm |, the maximum input steering angle (absolute value) of the dead zone (Wh) is | Dz |, the coefficient depending on the vehicle speed of the model bicycle (12) on the image is Cv, and the input steering angle. When the inclination indicating the change in the turning angle with respect to the change in k is k, the turning angle (absolute value) | Rd |
| Rd | = (| Ax | − | Dz |) × k × Cv
Calculated by
The inclination k is calculated by k = | Mm | / (| Mm | − | Dz |), and the coefficient Cv is obtained from preset map information (250).

[7] The invention according to claim 7 is the bicycle simulation apparatus (10) according to claim 6, wherein the coefficient Cv is 1.0 in the normal travel region and is 1.0 or less in other than the normal travel region. It is characterized by.

[8] The invention according to claim 8 is the bicycle simulation apparatus (10) according to any one of claims 1 to 7, wherein the steering (40) rotates in a right direction of the steering (40). A first stopper (100) for restricting the moving operation, a second stopper (102) for restricting a leftward turning operation of the steering (40), and a steering angle sensor (for detecting the steering angle of the steering (40)). 64), and the neutral point of the steering (40) is defined by the steering angle sensor (64) when the turning operation of the steering (40) is restricted by the first stopper (100). An intermediate value between the value (maximum value) and the value (minimum value) of the rudder angle sensor (64) at the time when the turning operation of the steering (40) is restricted by the second stopper (102); It is characterized by .

[9] The invention according to claim 9 is the bicycle simulation apparatus (10) according to claim 8, wherein the steering angle sensor (64) includes the head pipe (38) of the model bicycle (12) and the head. A pin (96) provided on the steering stem (74) is inserted between the steering angle sensor (64) and a steering stem (74) rotatably inserted into the pipe (38). The steering angle of the steering (40) is detected by the rotation of the pin (96) inserted into the steering angle sensor (64) as the steering stem (74) rotates. Features.

  According to the first aspect of the invention, by not using the yaw rate, it is possible to display the turning of the video corresponding to the steering operation without delaying the steering operation, and to the user who operates while watching the video. In contrast, it is possible to eliminate as much as possible an uncomfortable feeling. In addition, a portion related to steering in the CPU can be made inexpensive, and reliability of other controls such as flywheel control can be improved. In addition, by providing the dead zone with the rotation center of the steering as a reference, unintended rotation of the image can be eliminated, and a stable image of straight traveling, for example, can be displayed.

  According to the second aspect of the invention, the maximum input steering angle (absolute value) of the input steering angle is made equal to the maximum turning angle (absolute value) of the turning angle of the video only at one point, so that the input steering angle and the video The relationship with the turning angle can be a linear function that changes linearly, and the turning display of the image corresponding to the steering operation can be displayed without a sense of incongruity.

  According to the third aspect of the present invention, in the low-speed traveling region (for example, the start of rowing), the turning angle of the image with respect to the input rudder angle is smaller than that in the normal traveling region, thereby preventing screen sickness from wobbling at the start. can do.

  According to the fourth aspect of the present invention, in the high-speed traveling region, the turning angle of the image with respect to the input rudder angle is smaller than that in the normal traveling region. Therefore, the steering operation is increased due to the reaction caused by stroking the pedal violently. However, the turning angle of the video can be reduced, and screen sickness can be prevented.

  According to the invention which concerns on Claim 5, at the beginning of rowing by the control using a capacitor | condenser, the load with respect to pedal operation is heavy, and becomes a structure which reduces a load in steps as speed increases. Thereby, it is possible to give the user a feeling of operating an actual bicycle. For example, at the beginning of rowing, the steering is vigorously operated to stabilize the posture. In such a case, in the present invention, since the turning angle of the video with respect to the input rudder angle is made smaller in the low-speed traveling region such as the start of rowing than in the normal traveling region, screen sickness is prevented from wobbling at the start. can do. That is, the effect of the present invention described above can be further emphasized by the control using the capacitor.

  According to the sixth aspect of the present invention, the slope k indicating the change in the turning angle with respect to the change in the input rudder angle is obtained by subtracting the maximum input rudder angle | Dz | in the dead zone from the input rudder angle | A (x) | With a simple configuration of multiplying the coefficient Cv depending on the vehicle speed on the model bicycle image, the steering operation can be reflected linearly on the turning display of the image. In addition, since the coefficient Cv is calculated from preset map information and the above-described display is performed, a change in the turning angle of the video considering the vehicle speed can be realized with an inexpensive configuration.

  According to the seventh aspect of the present invention, since the vehicle speed is not taken into consideration in the normal travel region, the relationship between the input rudder angle and the turning angle of the image can be a linear function that changes linearly, and steering operation can be performed. The swivel display of the corresponding image can be displayed without a sense of incongruity. Moreover, since the turning angle of the image is smaller outside the normal travel area than in the normal travel area, screen sickness can be prevented.

  According to the eighth aspect of the present invention, the steering angle sensor value (maximum value) at the time when the steering rotation operation is restricted by the first stopper, and the steering rotation operation is restricted by the second stopper. Since the intermediate value with the value (minimum value) of the rudder angle sensor at the time when the steering is performed is a value corresponding to the turning center of the steering, the turning center (neutral point: zero point) of the steering is easily set be able to.

  According to the ninth aspect of the present invention, the pin provided in the steering stem is inserted into the rudder angle sensor, and the pin inserted into the rudder angle sensor rotates with the rotation of the steering stem. Since the steering angle is detected, the rotation of the steering can be transmitted to the steering angle sensor without delay, and the steering angle of the steering can be detected with high accuracy.

It is a perspective view which shows the bicycle simulation apparatus which concerns on this Embodiment. It is a side view which shows the bicycle simulation apparatus which concerns on this Embodiment. It is a perspective view which shows the structure of the rotation mechanism part of the steering including a 1st control box. It is a disassembled perspective view which shows the structure of the rotation mechanism part of the steering including a 1st control box. It is a side view which shows the rear part of the bicycle simulation apparatus which concerns on this Embodiment. It is a functional block diagram which shows the bicycle simulation apparatus which concerns on this Embodiment. It is a characteristic view which shows an example of the change of the turning angle with respect to the input rudder angle. It is a figure which shows the characteristic with respect to the vehicle speed of the coefficient Cv registered into the coefficient map. It is a flowchart which shows the processing operation of the bicycle simulation apparatus which concerns on this Embodiment. It is a flowchart which shows the own vehicle behavior process, the process which mainly calculates | requires the vehicle speed value of the own vehicle. It is a flowchart which shows the own vehicle behavior process, the process which mainly calculates | requires the turning angle of the own vehicle. FIG. 12A is a graph showing the characteristic of deceleration due to a brake operation, and FIG. 12B is a graph showing the characteristic of air resistance with respect to speed. It is a characteristic view which shows the relationship between the rotational speed of a flywheel and the vehicle speed after a calculation. It is a partial cross section side view of a load unit. It is XV-XV sectional view taken on the line of FIG. 14 of a load unit. It is a circuit diagram of a capacitor control circuit. It is a time chart of a large capacity capacitor charging voltage. It is a characteristic view which shows the other example of the change of the turning angle with respect to an input rudder angle. It is a characteristic view which shows the further another example of the change of the turning angle with respect to the input rudder angle.

  Embodiments of a bicycle simulation apparatus according to the present invention will be described below with reference to FIGS.

  As shown in FIG. 1, the bicycle simulation apparatus 10 according to the present embodiment gives a driver (occupant) a pseudo sense of actually driving a bicycle. It can be used for various game machines and training equipment.

  As shown in FIG. 1, the bicycle simulation apparatus 10 displays a model bicycle 12 having a vehicle body structure similar to an actual bicycle and a background image (video) in front of the driver according to the driving of the model bicycle 12. A monitor 14, a front stand 16 that supports the main monitor 14, a rear monitor (rear display unit) 18 that displays a background image behind the driver, and a control device (control unit) that performs overall control of the bicycle simulation apparatus 10. ) 20.

  The bicycle simulation apparatus 10 has a structure (a four-part structure) in which the model bicycle 12, the main monitor 14, the front stand 16, and the rear monitor 18 can be divided. Each element can be easily divided and assembled by bolt fastening or the like. It can be carried out.

  The main monitor 14 is supported by the upper part of the front stand 16 and can be adjusted in the vertical direction (height direction) by the monitor position adjusting mechanism 22. A pair of sub-monitors 24 and 24 are provided on the left and right sides of the main monitor 14 to display the left rear and right rear scenes of the driver who drives the model bicycle 12, respectively. Therefore, in the following description, the main monitor 14, the sub monitor 24, and the rear monitor 18 are simply referred to as a monitor 200 (display device: see FIG. 6).

  The front stand 16 includes a pipe-shaped main body frame 17 and leg portions 19 and wheels 21 provided at the bottom of the main body frame 17. The monitor position is adjusted above the upper plate 23 that forms a substantially horizontal plane. The main monitor 14 is attached via the mechanism 22.

  The control device 20 is disposed on the under plate 25 of the front stand 16, and the driver's operation information (running information) is input by sensors attached to each part of the model bicycle 12, so that the front stand 16 and the sub-monitor are displayed. 24. Various images according to the situation of the rear monitor 18 are displayed.

  The rear monitor 18 is connected to the rear of the model bicycle 12 by a pipe-like rear stand (rear stand) 30 connected to a main frame 26 connected to the lower portion of the front stand 16 and extending to the lower portion of the model bicycle 12 by a connecting portion 28. Provided. As shown in FIG. 2, the rear monitor 18 is installed corresponding to the approximate center position of the adjustment range h of the main monitor 14 by the monitor position adjusting mechanism 22, and one side from the center line of the model bicycle 12 in the longitudinal direction of the vehicle body. It is installed at a position slightly offset to the side (the right side of the vehicle body in this embodiment).

  As shown in FIG. 1, the model bicycle 12 is fixed to the floor and the lower portion of the front stand 16 to constitute a main frame 26 constituting the model bicycle 12, and a seat post (saddle side pipe) 32 to the main frame 26. A saddle 34 (seat part) connected via a steering wheel, a steering 40 that can be turned around a head pipe 38 fixed to a steering post (steering side pipe) 36 connected to the main frame 26, and a rubber And a dummy rear wheel 42 fixed on the floor surface by a tire such as a tire, and a drive unit 43 is disposed on the rear side of the vehicle body. The saddle 34 can be adjusted in the vertical direction (height direction) by a saddle position adjustment mechanism 44, and the steering wheel 40 can be adjusted in the vertical direction (height direction) by a steering position adjustment mechanism 46. is there.

  The main frame 26 is connected to the lower part of the front stand 16 by a pair of connecting portions 47, 47 at both ends, and is fixed to the floor. The main frame 26 extends from the center of the support pipe 48 to the rear side of the vehicle body. An underpipe 50 wound around the surface, a steering-side base pipe 52 and a saddle-side base pipe 54 extending upwardly from the underpipe 50 with a forward inclination and a rear inclination, respectively, and between the steering-side base pipe 52 and the saddle-side base pipe 54 And a pair of front forks 58, 58 connecting the steering side base pipe 52 and the support pipe 48 to form a vehicle body of the model bicycle 12.

  As shown in FIG. 2, a first control box 60 covered with a case of resin or the like is attached below the head pipe 38. Inside the first control box 60 are a disk damper 62 (steering resistance generator) that gives an appropriate response to the turning operation of the steering 40, a steering angle sensor 64 (see FIG. 4) that detects the steering angle of the steering 40, and the like. Is stored.

  Here, the configuration of the rotation mechanism 66 of the steering 40 including the first control box 60 will be described with reference to FIGS. 3 and 4.

  The rotation mechanism 66 of the steering 40 includes a column 68 extending downward from the center position of the steering 40, a steering stem 74 fixed to the lower part of the column 68 with a bolt 70 and a nut 72, and the steering stem 74 being rotatable. The above-described head pipe 38 to be inserted; an upper race set 76 (including bearings) and a lower race set 78 (including bearings) for rotatably supporting the steering stem 74 with respect to the head pipe 38; The first control box 60 is fixed to the lower portion of the head pipe 38. For example, a resin grip 80 is attached to the steering 40.

  The first control box 60 is fixed to the head pipe 38, a part of the fixing plate 82 that protrudes laterally from the head pipe 38, and a portion of the upper surface of the fixing plate 82 that faces the hollow portion of the head pipe 38. For example, a disc damper 62 (steering resistance generator) fixed by a screw 84, a rudder angle sensor 64 fixed by, for example, a bolt 86 and a nut 88 at a position facing the disc damper 62 on the lower surface of the fixing plate 82, A cover 92 is secured to the upper surface of the fixed plate 82 with screws 90, for example, and protects the disk damper 62, the rudder angle sensor 64, and the like.

  At the center of the lower end surface of the steering stem 74 described above, a rectangular first rotating shaft 94 inserted into the center hole 62a (rotor center hole) of the disk damper 62 and a tip of the first rotating shaft 94 are provided. And a rectangular second rotating shaft 96 (pin) inserted through the center hole 64a of the rudder angle sensor 64. The second rotating shaft 96 has an outer shape smaller than that of the first rotating shaft 94, and the axis is the same as the axis of the first rotating shaft 94. In addition, a plate-shaped indicating piece 98 protruding forward is provided at the lower end of the steering stem 74.

  Although not shown, the disc damper 62 is filled with oil between the internal rotor and the seat, and when the rotor and the seat rotate relative to each other as the steering 40 is steered, torque is applied to the rotor by the viscous resistance of the oil. Will occur. This torque is transmitted to the driver via the steering 40, and the driver can feel an appropriate response in the steering of the steering 40.

  As the rudder angle sensor 64, a sensor of a system in which the internal electrical resistance changes according to the steering angle of the steering 40 can be preferably employed. In this case, for example, a structure in which a constant sense current is allowed to flow through the steering angle sensor 64 and a change in the internal electrical resistance can be electrically extracted as a voltage change can be employed. The voltage signal from the rudder angle sensor 64 is converted into a rudder angle value by digital conversion, and is used for subsequent arithmetic and logic operations in the CPU. As the steering angle sensor 64, in addition to the electric resistance change type described above, a sensor using a magnetoresistive element (MR element), an electromagnetic induction type steering angle sensor, or the like can be used.

  A cylindrical first stopper 100 and a second stopper 102 that determine the maximum steering angle of the steering 40 are provided on the upper surface of the fixed plate 82. That is, by rotating the steering wheel 40 in the right direction, the pointing piece 98 provided at the lower end of the steering stem 74 hits the first stopper 100, and based on the value (maximum value) of the steering angle sensor 64 at this time, The maximum input rudder angle in the right direction is determined. Similarly, when the steering wheel 40 is rotated to the left, the indicating piece 98 hits the second stopper 102, and the maximum input steering angle in the left direction is determined based on the value (minimum value) of the steering angle sensor 64 at this time. Further, an intermediate value between the maximum value and the minimum value is determined as the rotation center (neutral point) of the steering 40. The first stopper 100 and the second stopper 102 are fixed to the projecting portion 101 provided on the head pipe 38 with screws 103, so that the fixing plate 82 is fixed to the head pipe 38.

  On the other hand, as shown in FIGS. 1 and 2, a second control box 104 covered with a case of resin or the like is attached to a substantially triangular space formed between the steering side base pipe 52 and the front fork 58. It has been. Inside the second control box 104, the amount of operation of the front wheel brake is detected by the amount of sliding of the brake resistance generator and the front wheel brake wire 108 that give an appropriate response to the swinging motion of the front wheel brake lever 106 provided on the steering 40. A brake sensor 206 (see FIG. 6) is stored. A rear wheel brake wire 112 from the rear wheel brake lever 110 (see FIG. 1) extends through the second control box 104 to the rear wheel side (see FIG. 2). The first control box 60 and the second control box 104 are connected to the main monitor 14 and the control device 20 via a harness 114 and the like. In the following description, the front wheel brake lever 106 and the rear wheel brake lever 110 are collectively referred to as a brake lever 208 (see FIG. 6).

  As shown in FIG. 5, the drive unit 43 is supported by a pipe-like under stay 116 and an upper stay 118 that support the rear wheel 42 with a pair of left and right truss structures extending rearward from the saddle side base pipe 54. At the front end of the understay 116, there are a pair of cranks 122, 122 coupled to the left and right of a rotating shaft (crankshaft: rotating body) 120, and pedals 124, 124 provided at the tip of each crank 122, 122. It is pivotally supported so that it can rotate.

  Therefore, in the driving unit 43, when the driver strokes the pedal 124, the endless drive chain 128 wound around the front sprocket 126 coupled to the crank 122 is driven. The drive chain 128 is wound around a rear sprocket (not shown) provided on a rotating shaft 132 of a flywheel 130 that is rotatably attached to the rear side of the vehicle body of the pedal 124, thereby allowing the driver to operate the pedal. Accordingly, the flywheel 130 is driven to rotate. Instead of the drive chain 128, a belt made of resin or metal may be used.

  A pedal load adjusting mechanism 136 having a roller 134 that rotates in contact with the outer peripheral surface of the flywheel 130 is attached to the front side of the vehicle body of the flywheel 130, and by adjusting the rotational resistance of the flywheel 130, The pedaling force required for the rotation of the pedal 124, that is, the pedal load can be changed.

  A one-way clutch (not shown) is disposed between the rotary shaft 132 of the flywheel 130 and the rear sprocket attached to the rotary shaft 132, and reproduces inertial running similar to a normal bicycle. Can do. Further, the pseudo speed of the model bicycle 12 is calculated in the control device 20 by detecting the rotational speed of the flywheel 130 with a rotational speed sensor 210 (see FIG. 6) attached to the vehicle body. Further, a drum brake 138 (see FIG. 5) operated by the rear wheel brake wire 112 from the rear wheel brake lever 110 is attached to the flywheel 130, and the flywheel 130 that is actually rotationally driven is braked. Thus, it is possible to obtain a feeling of rear brake operation that is close to actual driving.

  Such a flywheel 130 is pivotally supported around a rotation shaft 132 with respect to a support plate 140 fixed to the understay 116 and the upper stay 118. The drum brake 138 that applies a braking force to the flywheel 130 has a brake shoe on the inner peripheral surface of the case when the swing arm 142 connected to the rear wheel brake wire 112 is pulled forward by the operation of the rear wheel brake lever 110. (Not shown) is pressed to generate a frictional force. The brake system may be configured to use a disc type brake, a cantilever type rim brake that sandwiches the outer periphery of the flywheel, and the like.

  As shown in FIGS. 1 and 2, the rear stand 30 that supports the rear monitor 18 is connected to a connecting pipe (connecting portion) 170 that is connected to an end portion of the under pipe 50 of the main frame 26 by a connecting portion 28. The other end side of the pipe 170 is raised in the vertical direction, the vertical pipe (holding portion) 172 to which the rear monitor 18 is fixed at the upper end side thereof, and the vicinity of the raised base end portion of the vertical pipe 172 are reinforced, and the rear monitor 18 The ring pipe (holding portion) 174 is fixed to the floor surface in order to stably support the frame.

  The connection pipe 170 has a portion close to the connection portion 28 along the longitudinal direction of the vehicle body of the model bicycle 12, and the rear side thereof is bent and extends from the front of the rear wheel 42 of the model bicycle 12 to the right rear side of the vehicle body.

  As shown in FIG. 5, in the connecting portion 28, the under pipe 50 and the connecting pipe 170 of the main frame 26 are rod-shaped pipes on the under pipe 50 side, and are hollow pipes having a slit 170 a on the connecting pipe 170 side, The end of the under pipe 50 is inserted into the connecting pipe 170 and fastened with a connecting bolt 176 from the outer periphery of the connecting pipe 170 to be connected to each other.

  As shown in FIGS. 1 and 5, the harness 178 from the rear monitor 18 is passed from the inside of the vertical pipe 172 into the connecting pipe 170, and externally from a hole 170 b formed near the end of the connecting pipe 170. The USB connector (connector) 178a at the tip is connected to a USB terminal (connector) 180 provided at the lower part of the model bicycle 12. The harness 184 after being connected to the USB terminal 180 is connected to the USB connector 186 provided in front of the model bicycle 12 and connected to the USB connector (connector) 190 of the harness 188 extending from the control device 20 provided below the main monitor 14. Thus, the display of the rear monitor 18 can be controlled by the control device 20 disposed on the main frame 26 side (front stand 16). As described above, the wiring (harness) from the rear monitor 18 is connected to the control device 20 via each connector, so that each part of the bicycle simulation device 10 can be disassembled and assembled more easily. That is, each of the rear stand 30, the model bicycle 12, and the main monitor 14 can be separated by the connector, and wiring processing when disassembling each is facilitated. In this case, the harness 184 from the USB terminal 180 passes from the center frame 56 into the second control box 104 and is led out to the front of the model bicycle 12. The harness 184 can be protected by disposing rubber or other grommets at the entrance and exit of the harness 184 to the center frame 56, the steering side base pipe 52 and the second control box 104.

  When the USB connector 178a or the like is disconnected, it is preferable to display the location on the main monitor 14 and restart it by reconnecting. Of course, the rear monitor 18 and the control device 20 may be connected by a connection method other than USB connection.

  As shown in FIG. 1, in the model bicycle 12, the drive unit 43 is covered with a cover 99 made of resin or the like, and the driver is prevented from coming into contact with the drive chain or the like.

  Then, as shown in FIG. 6, the control device 20 includes an acceleration calculation unit 222, an acceleration correction unit 224, an acceleration / deceleration calculation unit 226, a vehicle speed calculation unit 228, a turning angle providing unit 230, and a background image display unit. 232, a vehicle speed display unit 234, and a memory 236.

  The memory 236 stores a plurality of preset background image information 238, respectively. One background image information 238 is three-dimensional image information of one city set for bicycle education, and when displayed on the monitor 200, the three-dimensional image on the background image of the bicycle operated by the user. Based on the original coordinates (that is, the three-dimensional coordinates of the camera viewpoint) and the coordinates of the focal center, the image is converted into an image of the screen coordinate system and displayed. At this time, when the user operates the pedal 124, the three-dimensional coordinates on the background image of the camera viewpoint change every moment. Therefore, the user riding on the bicycle travels on the monitor 200 as if traveling on the street. A moving image is displayed.

  The background image information 238 (three-dimensional image information) stored in the memory 236 includes, for example, three-dimensional image information of a virtual city that imitates a real city, a crossroad (with or without traffic light), a T-junction, There are three-dimensional image information of a virtual town where various points that are educationally important, such as sidewalks, are arranged at important points. In particular, in the present embodiment, a plurality of three-dimensional image information corresponding to the age group is prepared in consideration of traffic regulations. That is, three-dimensional image information mainly based on traveling on a bicycle on a street, three-dimensional image information mainly based on traveling on a sidewalk in the city, and the like.

  The background image display unit 232 reads out the selected background image information 238 from the plurality of background image information 238 stored in the memory 236 and displays it on the monitor 200. In this case, the background image display unit 232 displays the background image information 238 based on the virtual three-dimensional coordinates on the monitor 200 as an image based on the screen coordinates obtained by performing perspective transformation based on at least the camera viewpoint.

  Among the three-dimensional coordinates of the bicycle on the background image information 238 (that is, the three-dimensional coordinates of the camera viewpoint), the X coordinate (left and right) and the Z coordinate (depth) change every moment according to the steering operation and the running speed of the user. To do. On the other hand, the Y coordinate (height direction) maintains a constant coordinate. That is, turning angle information (turning angle value stored in the sixth register R6) from a turning angle providing unit 230 described later, and vehicle speed information (vehicle speed value stored in the fourth register R4) from a vehicle speed calculating unit 228 described later. ) To obtain the camera viewpoint vector, the X and Z coordinates of the camera viewpoint are obtained, and as a result, the three-dimensional coordinates of the camera viewpoint on the selected background image information 238 are obtained. Become.

  Then, the background image display unit 232 extracts the background image information 238 that enters the field of view in the vector direction from the camera viewpoint out of the background image information 238 based on the obtained three-dimensional coordinates of the camera viewpoint and the vector, and the screen The image is converted into a coordinate system image and displayed on the monitor 200. By repeating this process, a moving image is displayed on the monitor 200 as if the user on the bicycle is traveling in the city. The display of the background image information 238 on the monitor 200 may be displayed with a first person (first person viewpoint) or a third person (third person viewpoint).

  The acceleration calculation unit 222 calculates the current speed value based on the detection value from the rotation speed sensor 210, and further calculates the previous speed value (the value stored in the second register R2: initial value) from the current speed value. = 0), the acceleration value α is calculated and stored in the first register R1.

  The acceleration correction unit 224 corrects the acceleration value α stored in the first register R1 based on the detection value from the rotation speed sensor 210 to obtain a corrected acceleration value β, and stores it in the second register R2.

  The vehicle speed calculation unit 228 calculates the vehicle speed based on two calculation methods (first calculation method or second calculation method).

  That is, in the first calculation method, the velocity value is obtained by integrating the corrected acceleration value β stored in the second register R2. Then, a provisional vehicle speed value is obtained by subtracting the deceleration value corresponding to the brake operation amount from the speed value, and the vehicle speed decrease corresponding to the running resistance corresponding to the provisional vehicle speed value is calculated as the provisional vehicle speed value. To determine the vehicle speed value, and the determined vehicle speed value is stored in the fourth register R4.

  In the second calculation method, first, calculation in the acceleration / deceleration calculation unit 226 is performed. The acceleration / deceleration calculation unit 226 calculates a current acceleration / deceleration value γ reflecting the deceleration by braking, acceleration / deceleration by running slope, rolling resistance, and air resistance to the corrected acceleration value β stored in the second register R2. And stored in the third register R3. Then, the vehicle speed calculation unit 228 stores a value obtained by integrating the acceleration / deceleration value γ stored in the third register R3 in the fourth register R4 as a vehicle speed value.

  When the first calculation method is adopted in the vehicle speed calculation, the control device 20 repeats a series of processes ranging from the process in the acceleration calculation unit 222 to the process in the acceleration correction unit 224 and the process in the vehicle speed calculation unit 228. In addition, when the second calculation method is adopted in the vehicle speed calculation, the process from the acceleration calculation unit 222 to the process in the acceleration correction unit 224, the process in the acceleration / deceleration calculation unit 226, and the process in the vehicle speed calculation unit 228 are performed. By repeating a series of processes, for example, control is performed so as to obtain the vehicle speed sequentially every unit time (for example, one frame period (1/60 sec) of a television signal). The calculated vehicle speed value is used for displaying the background image information 238 on the background image display unit 232.

  On the other hand, the turning angle providing unit 230 has a function of providing turning angle information for turning and displaying the background image on the monitor 200 in response to the operation of the steering wheel 40 by the driver, and the neutral point setting unit 240. An input rudder angle conversion unit 242, a maximum turning angle setting unit 244, and a turning angle calculation unit 246.

  The neutral point setting unit 240 displays on the monitor 200 guidance for requesting that the steering wheel 40 be turned leftward and rightward until it touches the first stopper 100 and the second stopper 102, respectively. Then, two steering angles (voltage values) at the time of hitting the first stopper 100 and the second stopper 102 are obtained, and an intermediate value between these two voltage values is set as a turning center (neutral point) of the steering 40. To do.

  After the neutral point is set, the input rudder angle conversion unit 242 sets the voltage value input from the rudder angle sensor 64 as the input rudder angle with the set neutral point (voltage value) as the origin (input rudder angle value = 0). Convert to value. At this time, for example, a positive sign “+” is assigned if the steering angle value is in the right direction, and a negative sign “−” is assigned if the steering angle value is in the left direction. These positive signs and negative signs are attached using a sign bit.

  The maximum turning angle setting unit 244 is a voltage value in the right direction among the two voltage values (two voltage values when hitting the first stopper 100 and the second stopper 102 respectively) acquired by the neutral point setting unit 240. Is converted into an input rudder angle value with the set neutral point (voltage value) as the origin (input rudder angle value = 0), that is, the maximum input rudder angle, and this maximum input rudder angle is converted to the maximum right turn angle. Value. Further, a negative sign is attached to the maximum turning angle obtained as described above to obtain the maximum turning angle value in the left direction.

  The turning angle calculation unit 246 obtains the turning angle of the camera viewpoint based on the input rudder angle from the input rudder angle conversion unit 242, that is, the turning angle of the host vehicle (bicycle operated by the driver) on the background image.

  Here, a method (principle) for obtaining the turning angle of the host vehicle in the turning angle calculation unit 246 will be described with reference to FIG. 7 in comparison with a general method. First, in the bicycle simulation apparatus, when the turning angle of the host vehicle is obtained, it is generally considered that the turning angle coincides with the input rudder angle as shown by a broken line T0 in FIG. In FIG. 7, when the maximum input rudder angle in the right direction is + Am, the corresponding maximum turning angle is + Mm, the input ruling angle in the left direction is -Am, and the corresponding maximum turning angle is -Mm, the broken line T0 Is a straight line (broken line) connecting the origin (0, 0), the point Pa (+ Am, + Mm), and the point Pb (-Am, -Mm).

  In this case, in a situation where the host vehicle is traveling straight, even if the steering angle of the steering 40 is slightly changed, the background image faithfully changes in the left-right direction. The background image that moves violently from side to side may be seen, which may lead to a feeling of so-called screen sickness similar to motion sickness.

  Therefore, in the present embodiment, a dead zone Wh is provided by a predetermined angle in the right and left directions around the neutral point of the rudder angle sensor 64, and if the value of the input rudder angle is within the dead zone Wh, the turning angle is 0 °. To do. That is, when the right direction is “+” and the left direction is “−”, the dead zone Wh is provided in the range of the input rudder angle ± 2 ° to ± 5 ° with the neutral point of the rudder angle sensor 64 as the center. For example, when the dead zone Wh is provided in the range where the input rudder angle is within ± 3 °, if the input rudder angle is within the range of ± 3 °, the turning angle of the host vehicle is 0 °. As a result, in a situation where the host vehicle is traveling straight, a slight change in the steering angle of the steering 40 does not lead to a change in the left-right direction of the background image, but only a change in the background image in the situation where the vehicle is traveling straight is displayed. Will be. This leads to prevention of screen sickness when going straight.

  There are the following two methods (the first setting method and the second setting method) as the method for setting the turning angle when the input rudder angle is outside the range of the dead zone Wh.

When the input rudder angle (absolute value) is | Ax |, the maximum turning angle (absolute value) is | Mm |, and the maximum input rudder angle (absolute value) of the dead zone Wh is | Dz | The turning angle (absolute value: | Rd |) is obtained by the following equation (1). Then, the sign (positive / negative) of the input steering angle is added to the obtained turning angle (| Rd |), and the result is stored in the sixth register R6 as the current turning angle value.
| Rd | = (| Ax | − | Dz |) × {| Mm | / (| Mm | − | Dz |)} (1)

  When the maximum input rudder angle in the right direction is + Am and the maximum input rudder angle in the left direction is −Am, the point Pc (+ Dz, 0) in FIG. 7 is obtained for the input rudder angle in the right direction + Ax. A turning angle is obtained based on a straight line Ta connecting the points Pa (+ Am, + Mm), and for the input steering angle -Ax in the left direction, the points Pd (-Dz, 0) and Pb (-Am) in FIG. , −Mm) indicates that the turning angle is obtained based on the straight line Tb.

On the other hand, in the second setting method, the turning angle (absolute value: | Rd |) is obtained by the following arithmetic expression (2). Then, the sign (positive / negative) of the input steering angle is added to the obtained turning angle (| Rd |), and the result is stored in the sixth register R6 as the current turning angle value.
| Rd | = (| Ax | − | Dz |) × k × Cv (2)

  In the above equation (2), k is an inclination indicating a change in the turning angle with respect to a change in the input rudder angle, and can be obtained by k = | Mm | / (| Mm | − | Dz |). Cv is a coefficient depending on the vehicle speed value, and is 1.0 in the normal travel region and 1.0 or less in regions other than the normal travel region (low speed travel region and high speed travel region). In the present embodiment, the coefficient Cv is obtained based on the coefficient map 250 (map information) registered in the memory 236.

  That is, in a low-speed traveling region where the vehicle speed value is, for example, 0 to 4 km / h, such as in the stage of starting a bicycle, the steering 40 is often moved violently left and right in order to stabilize the posture of the host vehicle. In addition, when the bicycle 124 is driven at a high speed by striking the pedal 124 violently, the steering 40 is steered left and right by the reaction when the pedal 124 is stroked. In such a case, if the background image moves to the left and right violently in accordance with the steering of the steering 40, the driver's viewpoint cannot be determined and there is a risk of causing screen sickness. Therefore, in the second setting method, the turning angle is obtained in consideration of the coefficient Cv depending on the vehicle speed value in the calculation formula (1) of the first setting method.

  The change in the coefficient Cv with respect to the vehicle speed value, that is, the characteristic of the coefficient map 250 is, for example, as shown in FIG. In the normal running region where the vehicle speed value is 4 km / h or more and less than 10 km / h, the constant driving characteristic is 1.0 over the region, and the vehicle speed value is 10 km / h or more and less than 22 km / h. In the traveling region, the characteristic gradually falls from 1.0 to 0.6, and in the ultra high speed traveling region of 22 km / h or more, the constant property is 0.6. Note that the turning angle in the normal travel region is substantially the same as the turning angle obtained by the calculation formula (1).

  Therefore, the turning angle in the low speed traveling region becomes smaller as the speed is lower than in the normal traveling region. Similarly, the turning angle in the high-speed traveling region also becomes smaller as the speed is higher than in the normal traveling region.

  The coefficient map 250 is stored in the memory 236 in association with vehicle speed values and coefficients. Therefore, when the coefficient Cv corresponding to the current vehicle speed value is acquired, among the plurality of records arranged in the coefficient map 250, a record in which the same vehicle speed value as the current vehicle speed value or the closest vehicle speed value is registered. It is obtained by retrieving and reading the coefficient Cv stored in the retrieved record.

  In addition, in the coefficient map 250, the upper limit of the low speed travel area (or the lower limit of the normal travel area), the upper limit of the normal travel area (or the lower limit of the high speed travel area), and the upper limit of the high speed travel area (or the super high speed travel area) in the vehicle speed value. The lower limit), the coefficient at the lower limit of the low-speed travel area, and the coefficient at the upper limit of the high-speed travel area (or the lower limit of the high-speed travel area) are appropriately set according to the scale of the simulation device to be used, the size of the model bicycle 12, etc. be able to.

  In the second setting method, the coefficient Cv based on the current vehicle speed value is read from the coefficient map 250, and the read coefficient Cv is multiplied by the arithmetic expression (1) of the first setting method described above to turn. Find the angle.

  By adopting this second setting method, in order to stabilize the posture of the host vehicle in the low-speed traveling region, even if the steering 40 is moved violently to the left and right, the turning angle is calculated by the equation (1). Since the angle is smaller than the angle, the background image does not move violently to the left and right in accordance with the steering of the steering wheel 40, and screen sickness can be prevented. Further, even if the steering 40 moves violently to the left or right due to the reaction caused by stroking the pedal 124 in a high-speed traveling region or an ultra-high-speed traveling region, the turning angle is obtained from the turning angle obtained by the calculation formula (1). Therefore, the background image does not move violently to the left and right in accordance with the steering of the steering wheel 40, and screen sickness can be prevented.

  In addition, after driving out the own vehicle, when the vehicle speed value becomes a normal traveling region of 4 to 10 km / h, for example, the driver is in a situation of driving with a margin, so the turning angle is Even if it is the same as the turning angle obtained by the calculation formula (1), there is no inconvenience (induction of screen sickness) as in the low-speed traveling region and the high-speed traveling region.

  The vehicle speed display unit 234 displays the vehicle speed value stored in the fourth register R4 on the monitor 200. At this time, if the image of the speedometer is displayed, the index indicating the speed is displayed in an analog display format by rotating the rotation angle corresponding to the vehicle speed value, or the numerical value indicated by the vehicle speed value is displayed. Of course, even if the image of the speedometer is not displayed, a numerical value indicating the vehicle speed value may be displayed at the corner portion of the screen of the monitor 200. As a result, the user can recognize the current vehicle speed at a glance, and can experience a pattern in which the background image changes according to the vehicle speed.

  Next, the operation of the bicycle simulation apparatus 10 according to the present embodiment, that is, the simulated driving operation will be described with reference to FIGS. 9 to 12B.

  In the case of simulated driving, the monitor 200 has a practice course (a course that runs in a virtual city by bicycle), difficulty setting, a case study course (a course to practice while predicting danger and practicing avoidance), and bicycles. A selection screen for selecting a quiz or the like is displayed, and the user selects an appropriate item. The simulated driving displays a practice course screen, a case study course screen, and a quiz screen according to the selected item. The user operates the model bicycle 12 according to the displayed screen and guidance.

  First, in step S1 of FIG. 9, the neutral point of the steering 40 is set. The neutral point setting unit 240 displays, on the monitor 200, guidance for requesting that the steering wheel 40 be rotated in the right direction and the left direction until it hits the first stopper 100 and the second stopper 102, respectively. Thereafter, the neutral point setting unit 240 acquires two steering angles (voltage values) when the neutral point setting unit 240 hits the first stopper 100 and the second stopper 102, respectively, and uses the intermediate value of these two voltage values to rotate the steering 40. Set as center (neutral point).

  Thereafter, in step S2, the maximum turning angles in the right direction and the left direction are set. The maximum turning angle setting unit 244 converts the voltage value in the right direction out of the two voltage values acquired in step S1 described above into the maximum input steering angle value with the set neutral point (voltage value) as the origin. The maximum input rudder angle value is set as the maximum right turn angle value. In addition, a negative sign is added to the maximum turning angle value in the right direction to obtain the maximum turning angle value in the left direction.

  Thereafter, behavior calculation processing of the own vehicle (bicycle operated by the user) is performed in step S3, behavior calculation processing of the other vehicle is performed in step S4, and guidance processing is performed in step S5. Thereafter, in step S6, it is determined whether or not there is a termination request (such as operation of a termination button or power off). If it is not a termination request, the processing from step S3 is repeated.

  Here, the behavior calculation process of the own vehicle in step S3 will be described based on FIG. 10 and FIG. First, the vehicle speed value of the host vehicle is set through steps S101 to S109 (or step S111) in FIG. 10, and the turning angle of the host vehicle is set through steps S112 to S114 (or step S117) in FIG.

  That is, in step S101 in FIG. 10, the acceleration correction unit 224 reads the velocity value v (initial value = 0) from the fourth register R4. Thereafter, in step S102, the acceleration correction unit 224 determines whether or not the velocity value v is less than a predetermined value. Usually, acceleration increases during the process of shifting from a stopped state to a traveling state or at a low speed. Therefore, it is determined whether or not the speed is low. In this embodiment, the predetermined value is set to 5 km / h, for example. Of course, you may change suitably according to the application implemented.

  If the velocity value is less than the predetermined value, the acceleration correction unit 224 stores the first correction coefficient ha in the fifth register R5 (see FIG. 6) in step S103, and if the velocity value is equal to or greater than the predetermined value. In step S104, the second correction coefficient hb is stored in the fifth register R5. The magnitude relationship between the first correction coefficient ha and the second correction coefficient hb is that both the first correction coefficient ha and the second correction coefficient hb are larger than 1, and the first correction coefficient ha> the second correction coefficient hb. Yes, in the present embodiment, ha = hb × 3. Of course, you may change suitably according to the application implemented.

  Thereafter, in step S105, the acceleration calculation unit 222 calculates the acceleration value α based on the detection value from the rotation speed sensor 210. Specifically, first, the current speed value = I / k is calculated based on the detection value from the rotation speed sensor 210. Here, I is a detected value from the rotation speed sensor 210, and k is a coefficient corresponding to the age of the user. The coefficient k is set so as to decrease as the age increases. A value obtained by subtracting the speed value v read in step S101 from the obtained current speed value is defined as an acceleration value α. The obtained acceleration value α is stored in the first register R1. Since the acceleration value α is calculated as described above, the control device 20 recognizes the current rotational speed of the flywheel 130 as the acceleration.

  In step S106, the acceleration correction unit 224 multiplies the acceleration value α stored in the first register R1 by the correction coefficient (first correction coefficient ha or second correction coefficient hb) stored in the fifth register R5. A corrected acceleration value β is obtained, and the corrected acceleration value β is stored in the second register R2.

That is, the following calculation is performed in step S105 and step S106.
Corrected acceleration value β = {(I / k) −v} × z

  Thereafter, the vehicle speed value is calculated after step S107. Specifically, the vehicle speed value is calculated by the first calculation method in steps S107 to S109 or the second calculation method in steps S110 and S111.

  That is, in the first calculation method, in step S107, the vehicle speed calculation unit 228 obtains a speed value by integrating the corrected acceleration value β stored in the second register R2. Thereafter, in step S108, the vehicle speed calculation unit 228 calculates a deceleration value based on the brake input value from the brake sensor 206 based on the operation of the brake lever 208, and subtracts the deceleration value from the speed value to obtain a provisional vehicle speed value. Ask. Thereafter, in step S109, the vehicle speed decrease corresponding to the provisional vehicle speed value is subtracted from the provisional vehicle speed value to determine the vehicle speed value, and the determined vehicle speed value is stored in the fourth register R4. . Here, since the rotational speed of the flywheel 130 is regarded as an acceleration, and the vehicle speed value is obtained from a value obtained by integrating the acceleration, a change in the vehicle speed value with respect to a rapid increase or decrease in the rotational speed of the flywheel 130. Becomes moderate.

  On the other hand, in the second calculation method, in step S110, the acceleration / deceleration calculation unit 226 adds a deceleration Da (deceleration Daf by front wheel brake + deceleration by rear wheel brake) to the corrected acceleration value β stored in the second register R2. The current acceleration / deceleration γ is calculated by reflecting the deceleration Dar), the acceleration / deceleration Db due to the traveling slope, the rolling resistance Dc, and the air resistance Dd, and is stored in the third register R3.

The characteristic of the deceleration by the front wheel brake, that is, the change of the deceleration with respect to the operation amount (stroke amount) of the front wheel brake lever 106 becomes the characteristic shown by the solid line Laf in FIG. 12A. Therefore, the deceleration Daf due to the front wheel brake can be obtained based on the following arithmetic expression (3).
Daf = f × m (3)

  Here, f is a value (a value of 0 to 1) corresponding to the amount of operation of the front wheel brake lever 106 by the user, and m is a value (constant) based on the front wheel brake limit braking force.

The characteristic of the deceleration by the rear wheel brake, that is, the change of the deceleration with respect to the operation amount (stroke amount) of the rear wheel brake lever 110 is the characteristic shown by the broken line Lar in FIG. 12A. Therefore, the deceleration Dar due to the rear wheel brake can be obtained based on the following arithmetic expression (4).
Dar = r × n (4)

  Here, r is a value (a value between 0 and 1) corresponding to the amount of operation of the rear wheel brake lever 110 by the user, and n is a value (constant) based on the rear wheel brake limit braking force.

The acceleration / deceleration speed Db by the traveling slope is obtained based on the following calculation formula (5).
Db = sin θ (5)

  Here, θ is the slope angle of the slope (slope) on which the host vehicle is traveling on the background image, and can be obtained as follows. For example, a plurality of slope information tables 252 (see FIG. 6) respectively corresponding to the prepared plurality of background image information 238 are stored in the memory 236. In each slope information table 252, the three-dimensional coordinates of the slope set in the corresponding background image information 238 and the slope angle of the slope are registered correspondingly. Then, the three-dimensional coordinates of the current camera viewpoint are received from the background image display unit 232 and compared with the three-dimensional coordinates of the slope registered in the slope information table 252 corresponding to the currently displayed background image information 238. If the current camera viewpoint is located on a slope, the slope angle of the slope is read out to be the slope angle θ, and if the current camera viewpoint is not located on the slope, the slope angle θ is set to 0. .

  The rolling resistance Dc is a constant value.

The characteristic of the air resistance, that is, the change of the air resistance with respect to the speed is the characteristic indicated by the solid line Ld in FIG. Therefore, the air resistance Dd can be obtained based on the following arithmetic expression (6).
Dd = v × v × 0.0001 (6)

Originally, the air resistance is obtained by (1/2) × v ² × front projection area × air density × air resistance coefficient, but in this embodiment, in order to facilitate the calculation, other than the current velocity value v This term was a constant value (= 0.0001). Of course, the air resistance Dd may be obtained based on the original arithmetic expression.

  In step S111, the vehicle speed calculation unit 228 integrates the acceleration / deceleration value γ stored in the third register R3, and stores the integrated value in the fourth register R4 as the vehicle speed value.

  Next, in step S112 of FIG. 11, the input rudder angle conversion unit 242 converts the voltage value (detected value) input from the rudder angle sensor 64 into an input rudder angle value.

  In step S113, the turning angle calculation unit 246 determines whether or not the input rudder angle value is within a preset dead zone Wh.

  If the input rudder angle value is within the dead zone Wh, the process proceeds to the next step S114, the turning angle value is set to 0 °, and the turning angle value is stored in the sixth register R6.

  On the other hand, if it is determined in step S113 that the input rudder angle value is outside the dead zone Wh, the process proceeds to step S115 and subsequent steps, and the turning angle calculation unit 246 sets the turning angle value by the second setting method described above. I do. Of course, the turning angle value may be set by the first setting method.

  That is, in step S115, the coefficient Cv is obtained. Based on the vehicle speed value (stored in the fourth register) obtained in step S109 or step S111 in FIG. 10 and the coefficient map 250 registered in the memory 236, the coefficient Cv corresponding to the current vehicle speed value is obtained. Ask for.

  Thereafter, in step S116, the slope k in the arithmetic expression (2) is obtained. This is obtained based on the maximum turning angle Mm set in step S2 of FIG. 9 and the maximum input rudder angle value Dz of the dead zone Wh.

  In step S117, the calculation formula (2) is calculated based on the current input rudder angle value, the coefficient Cv obtained in step S115, and the slope k obtained in step S116. Is calculated and stored in the sixth register R6.

  When the processing in step S114 or the processing in step S117 is completed, the process proceeds to next step S118, and the background image display unit 232 is selected from the plurality of background image information 238 stored in the memory 236. The background image information 238 corresponding to the selected course is read from the memory 236 and displayed on the monitor 200. At this time, the background image display unit 232 displays the background image information 238 on the monitor 200 based on the camera viewpoint in which the three-dimensional coordinates are set by the current vehicle speed value and turning angle value.

  The guidance process in step S5 in FIG. 9 displays guidance such as danger avoidance or outputs a voice. For example, when the vehicle on the background image is stopped at a red signal, the guidance process is switched to a green signal. When the user tries to run from before, the monitor 200 displays a sentence meaning the content prompting the stop as a guidance, and outputs a voice.

  When it is determined in step S6 described above that there is an end request, the processing in the bicycle simulation apparatus 10 ends.

  As described above, in the bicycle simulation apparatus 10 according to the present embodiment, the display of turning of the background image (video) corresponding to the steering operation can be displayed without delay with respect to the steering operation by not using the yaw rate. In addition, it is possible to prevent the user who operates while watching the background image (video) displayed on the monitor 200 as much as possible. In addition, when the yaw rate is used, a clock timing means for measuring unit time and a memory for storing angle data sampled every unit time are newly required. Since the yaw rate is not used, it is not necessary to install a new memory in the control device 20. As a result, among the functional units incorporated in the control device 20, the functional units related to the steering 40 can be made inexpensive. Therefore, other functional units, for example, a functional unit such as a flywheel control can be enriched, thereby improving the overall reliability. In addition, in the present embodiment, the dead zone Wh is provided with reference to the rotation center of the steering 40, so that unintended background image turning display can be eliminated, and stable, straight-running images, for example, can be displayed. it can.

  Further, the maximum input rudder angle (absolute value) | Am | of the input rudder angle is made equal to the maximum turning angle (absolute value) | Mm | The relationship with the turning angle can be a linear function that changes linearly, and the turning display of the background image corresponding to the steering operation can be displayed without a sense of incongruity.

  In particular, by calculating the turning angle using the equation (2), the turning angle of the background image with respect to the input rudder angle is smaller in the low-speed traveling region (for example, the start of rowing) than in the normal traveling region. Screen sickness can be prevented from wobbling in time. Similarly, in the high-speed traveling region, the turning angle of the image with respect to the input steering angle is smaller than that in the normal traveling region. Therefore, even if the steering operation increases due to the reaction caused by stroking the pedal 124 violently, the background image The turning angle can be reduced, and screen sickness can be prevented.

  In the above equation (2), the slope k indicating the change in the turning angle with respect to the change in the input rudder angle is obtained by subtracting the maximum input rudder angle | Dz | of the dead zone Wh from the input rudder angle | A (x) | By a simple calculation method of multiplying the coefficient Cv depending on the vehicle speed on the background image of the model bicycle 12, the steering operation can be reflected linearly on the turning display of the background image. In addition, since the coefficient Cv is calculated from the preset coefficient map 250 and the above-described background image is turned and displayed, the change of the turning angle of the video considering the vehicle speed can be realized with an inexpensive configuration. it can.

  By calculating the turning angle using the above-described arithmetic expression (2), the vehicle speed is not taken into consideration in the normal traveling region, so the relationship between the input rudder angle and the turning angle of the image is a linear function that changes linearly. Thus, the turning display of the video corresponding to the steering operation can be displayed without a sense of incongruity. Moreover, since the turning angle of the image is smaller outside the normal travel area than in the normal travel area, screen sickness can be prevented.

  Furthermore, in the present embodiment, the value (maximum value) of the steering angle sensor 64 at the time when the rotation operation of the steering wheel 40 is restricted by the first stopper 100 and the rotation operation of the steering wheel 40 are the second stopper 102. Since the intermediate value with the value (minimum value) of the rudder angle sensor 64 at the time when the steering is restricted is a value corresponding to the turning center of the steering 40, the turning center of the steering 40 (neutral point: zero point) ) Can be set easily.

  A second rotating shaft 96 (pin) provided at the lower end of the steering stem 74 is inserted into the center hole 64a of the steering angle sensor 64, and the second rotation shaft 96 inserted into the steering angle sensor 64 as the steering stem 74 rotates. Since the rotation angle of the two rotation shafts 96 is detected, the steering angle of the steering 40 is detected, so that the rotation of the steering 40 can be transmitted to the steering angle sensor 64 without delay, and the steering angle of the steering 40 is increased. It can be detected with accuracy.

  Further, in the bicycle simulation apparatus 10 according to the present embodiment, the acceleration is calculated based on the detection value from the rotation speed sensor 210, the obtained acceleration is corrected based on the detection value, and the corrected acceleration is obtained. In the calculation method, the vehicle speed is calculated based on the obtained corrected acceleration, and in the second calculation method, deceleration obtained by braking, acceleration / deceleration caused by a running slope, rolling resistance, and air resistance are reflected in the obtained corrected acceleration. Since the current acceleration / deceleration is calculated and the vehicle speed is calculated based on this acceleration / deceleration, it is possible to obtain acceleration according to the current vehicle speed, and the same driving feeling as when actually driving a bicycle. It can be simulated. In addition, since it is not necessary to separately attach a dedicated load resistance generator, the bicycle simulation apparatus 10 can be downsized.

  In the present embodiment, the value obtained by integrating the detected value from the rotational speed sensor 210 is multiplied by one or more correction coefficients to calculate the vehicle speed, and the correction coefficient is a large value when the vehicle speed is low. The vehicle speed is set to a small value when the vehicle speed increases, so that at a low speed when the user pushes out the pedal 124, the vehicle speed is set to a large value by a correction coefficient (a value of 1 or more) so that the speed increases quickly. Thus, the pseudo driving image is displayed, and the correction coefficient decreases as the vehicle speed increases, so that the vehicle speed does not increase too much. That is, as shown in FIG. 13, the vehicle speed (see the solid line Sa) is the same as the rotational speed of the flywheel 130 (see the solid line Sb) at the time of rowing, with respect to the depression of the pedal 124. When the vehicle speed increases and the vehicle starts running, the vehicle speed can be gradually increased even after the rotational speed of the flywheel 130 becomes constant. Therefore, for example, when the pedal 124 is started and after running, it is possible to give the user a feeling close to that of an actual vehicle.

  In the present embodiment, acceleration is calculated based on the detection value from rotation speed sensor 210, a preset speed threshold value is compared with the detection value, and acceleration is corrected according to the comparison result. Since it did in this way, the calculation which correct | amends acceleration becomes easy and the calculation load to the control apparatus 20 can be reduced.

  In the present embodiment, the acceleration is corrected by multiplying the acceleration by a correction coefficient. When the detected value is less than a predetermined value (speed threshold value), the first correction coefficient ha is used as the correction coefficient, and the detected value Since the second correction coefficient hb is used as the correction coefficient when the speed is greater than or equal to the speed threshold value, and the relationship of the first correction coefficient ha> the second correction coefficient hb is set, the correction coefficient is greatly increased when starting to run. Thereafter, the vehicle speed can be made smaller, and when starting to run, the vehicle speed directly increases as the pedal 124 is depressed, and after starting running, the vehicle gradually accelerates. That is, it is possible to give the user a driving feeling close to the reality that the acceleration increases in the process of shifting from the stop state of the vehicle to the driving state or at a low speed.

  In the present embodiment, a value obtained by calculating a current acceleration / deceleration reflecting the deceleration by braking operation, acceleration / deceleration by a traveling slope, rolling resistance, and air resistance to the obtained corrected acceleration, and integrating the acceleration / deceleration. Is the vehicle speed (second calculation method), so it is possible to reflect the braking operation by the user, the slope effect of the slope, the air resistance, etc. on the vehicle speed, giving the user a more realistic driving feeling. Can be given.

  Further, in the present embodiment, control is performed so that the corrected acceleration is sequentially obtained by repeating a series of processes ranging from the process in the acceleration calculation unit 222 to the process in the acceleration correction unit 224 and the process in the acceleration / deceleration calculation unit 226. Therefore, when the background image based on the three-dimensional image information is displayed on the monitor 200, the three-dimensional coordinates on the background image of the camera viewpoint can be changed every moment, and the monitor 200 can be used on a bicycle. It is possible to display a moving image as if the person is traveling in the city.

  In the present embodiment, since the vehicle speed obtained by the vehicle speed calculation unit 228 is displayed on the monitor 200, the user can recognize the current vehicle speed at a glance, and the background image according to the vehicle speed. You can experience the pattern of changing.

  In the above-described example, the pedal load adjustment mechanism 136 having the roller 134 that rotates following the outer peripheral surface of the flywheel 130 is attached, and the pedaling force required for the rotation of the pedal 124 is adjusted by adjusting the rotational resistance of the flywheel 130. (Pedal load) can be changed. Alternatively, a load unit 300 that generates a load corresponding to the pedaling of the driver by a generator may be used. Specifically, the configuration of the load unit 300 will be described with reference to FIGS.

  As shown in FIG. 14, the load unit 300 is provided with a crankshaft 120 (rotary body) and a generator 302. As shown in FIG. 15, a first intermediate shaft 304, a second intermediate shaft 306, and a generator shaft 308 that are parallel to the crankshaft 120 are provided as power transmission units that transmit the rotation of the crankshaft 120. It is supported by a bearing. The crankshaft 120 is provided with a first drive gear 312 a via a one-way clutch 310.

  The first intermediate shaft 304 is provided with a first driven gear 312b that meshes with the first drive gear 312a and rotates at an increased speed, and a second drive gear 314a that transmits rotation to the second intermediate shaft 306. The second intermediate shaft 306 is provided with a second driven gear 314b that meshes with the second drive gear 314a and rotates at an increased speed, and a third drive gear 316a that transmits the rotation to the generator shaft 308. The generator shaft 308 is provided with a third driven gear 316b that meshes with the third drive gear 316a and rotates at an increased speed, and a generator 302.

  As for the rotation of the crankshaft 120, only the rotational driving force in the positive direction is transmitted to the first intermediate shaft 304 by the action of the one-way clutch 310. Therefore, when the crankshaft 120 rotates in the reverse direction, or when the rotation of the crankshaft 120 is stopped or decelerated while the generator shaft 308 is rotating in one direction due to inertia, the generator shaft 308 is not cranked. Regardless of the axis 120, the current rotation state (rotation or stop in one direction) is maintained.

  This prevents the pedals 124, 124 from being forced to rotate by the inertial forces of the first intermediate shaft 304, the second intermediate shaft 306, and the generator shaft 308 when pedaling is decelerated, stopped, or reversely rotated. The Further, when the pedals 124 are rotated in the reverse direction, there is no load due to the generator shaft 308 and no inertial force of the first intermediate shaft 304, the second intermediate shaft 306, and the generator shaft 308, and the pedals 124 can be rotated very lightly. Such characteristics are similar to an actual bicycle and have a high sense of reality.

  A speed pickup 318 for detecting the teeth of the third driven gear 316b passing through the front is provided in the vicinity of the third driven gear 316b. The generator shaft 308 corresponds to the rear wheel of an actual bicycle, and the rotational speed sensor 210 detects the rotational speed of the generator shaft 308 based on the detection signal of the speed pickup 318, thereby making it possible to simulate the pseudo speed of the model bicycle 12. Is calculated by the control device 20.

  As the generator 302, a general-purpose DC motor is used for power generation. As shown in FIG. 16, the plus terminal 320 a and the minus terminal 320 b (see FIG. 14) of the generator 302 are connected to the capacitor control circuit 324 via a connector 322. The plus terminal 320a and the minus terminal 320b are electrically connected to the plus line 326 and the minus line 328. The plus line 326 is connected to the ground G via the large-capacitance capacitor 330, and the minus line 328 is directly connected to the ground G. That is, the large capacity capacitor 330 is connected between the plus terminal 320a and the minus terminal 320b. As described above, the capacitor control circuit 324 is a simple and inexpensive circuit that does not have a program operation portion and has a small number of parts.

  When the capacitor control circuit 324 is used as a load control unit, as shown in FIG. 17, the large-capacitance capacitor 330 is discharged and the charging voltage Vc is substantially zero at the time t0 when starting the row, so that a large current is generated. Can be energized. Therefore, the load L generated on the pedals 124 and 124 at time t0 is large. When the pedals 124 and 124 are started to row, the charging voltage Vc rises with a waveform of a first-order lag response, and gradually converges to a constant value when the rowing force is constant. At this time, the load L decreases along the same waveform as the charging voltage Vc, and the pedals 124 and 124 feel light. That is, according to the capacitor control circuit 324, the pedals 124 and 124 feel heavy when the rowing acceleration is started, and the pedals 124 and 124 gradually become lighter as the bicycle accelerates. Reality can be obtained.

  Further, after time t1 when the pedals 124, 124 are stopped, the electric power charged in the large-capacity capacitor 330 flows into the coil in the generator 302 and gradually discharges. With this discharge, the charging voltage Vc decreases and the load L when the pedals 124 and 124 are started to be driven again increases.

  In addition, the axis | shaft of the load L in FIG. 17 is set so that upper direction may become small. Alternatively, the charging voltage Vc may be measured and multiplied by a constant, and used as a simulated traveling speed V.

  As described above, by using the generator 302 and the large-capacity capacitor 330, the load on the pedal 124 is heavy at the start of rowing the bicycle, and the load on the pedal 124 is gradually reduced as the bicycle speed increases. You can get a feeling of operating an actual bicycle. In this case, as in an actual bicycle, in order to stabilize the posture of the host vehicle in the low-speed traveling region, the steering 40 is frequently moved to the left and right, so the turning angle is reduced with respect to the input steering angle. It is possible to effectively prevent such screen sickness in the low-speed traveling region by performing the processing according to the arithmetic expression (2). That is, by adopting control using the generator 302 and the large-capacitance capacitor 330, the effect of the turning angle calculated by the above-described arithmetic expression (2) can be further emphasized.

  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.

  For example, in the first setting method of the bicycle simulation apparatus 10 described above, as shown in FIG. 7, the maximum input rudder angle (absolute value) | Am | of the input rudder angle is set to the maximum turning angle (absolute Value) | Mm | is equal to only one point, and the relationship between the input rudder angle excluding the dead zone Wh and the turning angle of the background image is a linear function. In addition, as shown in FIG. 18, for example, the input excluding the dead zone Wh The relationship between the rudder angle and the turning angle of the background image may be a curve (see Ta1, Ta2, Tb1, Tb2). Curves include arcs in addition to quadratic curves and cubic curves. Further, as shown in FIG. 19, a predetermined input angle (absolute value) | Aa | (the maximum input steering angle (absolute value) | Dz | of the dead zone Wh is larger than the maximum input steering angle (absolute value) | Am |). May be equal to T0 (dashed line). In this case, the relationship between the input steering angle and the turning angle of the background image from the maximum input steering angle | Dz | of the dead zone Wh to a predetermined input steering angle | Aa | may be a linear function (see Tc and Td). However, it may be curved (see Tc1, Tc2, Td1, Td2).

DESCRIPTION OF SYMBOLS 10 ... Bicycle simulation apparatus 12 ... Model bicycle 20 ... Control apparatus 38 ... Head pipe 40 ... Steering 60 ... 1st control box 62 ... Disk damper 64 ... Rudder angle sensor 66 ... Rotation mechanism part 74 ... Steering stem 82 ... Fixing plate 94 ... First rotating shaft 96 ... Second rotating shaft 98 ... Indicator piece 100 ... First stopper 102 ... Second stopper 120 ... Rotating shaft (crankshaft) 122 ... Crank 124 ... Pedal 130 ... Flywheel 200 ... Monitor 206 ... Brake sensor 208 ... Brake lever 210 ... Rotational speed sensor 222 ... Acceleration calculation unit 224 ... Acceleration correction unit 226 ... Acceleration / deceleration calculation unit 228 ... Vehicle speed calculation unit 230 ... Turning angle providing unit 232 ... Background image display unit 234 ... Vehicle speed display unit 236 ... Memory 238 ... Background image information 240 ... Neutral point setting unit 242 Input steering angle converting section 244 ... maximum swivel angle setting unit 246 ... turning angle calculation unit 250 ... factor map 252 ... slope information table 300 ... load unit 302 ... generator 324 ... capacitor control circuit 330 ... large-capacity capacitor Wh ... deadband

Claims (9)

A model bicycle (12) having at least a steering (40) that can be operated by a user, and an image that is arranged at least in front of the model bicycle (12) and is stored in advance corresponding to the operation of the model bicycle (12) In the bicycle simulation apparatus (10) including the display device (200) for displaying
In response to the operation of the steering (40) by the user, the vehicle has a turning angle providing unit (230) for providing information on a turning angle for turning the image.
The turning angle providing unit (230)
The dead zone (Wh) is set below a predetermined rudder angle centered on the neutral point of the steering (40),
If the input rudder angle centered on the neutral point associated with the operation of the steering (40) is less than the dead zone (Wh), the turning angle is 0 °, and the input rudder angle is equal to or greater than the predetermined rudder angle. For example, the bicycle simulation device is characterized in that the turning angle corresponding to the input rudder angle is obtained based on the characteristic that the input rudder angle and the turning angle are at least partially equal. In the bicycle simulation device (10) according to claim 1,
The characteristics are:
The bicycle simulation apparatus, wherein the maximum input rudder angle (absolute value) of the input rudder angle is equal to the maximum turning angle (absolute value) of the turning angle of the image only at one point. In the bicycle simulation device (10) according to claim 2,
The relationship between the input rudder angle and the turning angle varies depending on the travel speed region,
The bicycle simulation apparatus characterized in that the turning angle with respect to the input rudder angle is smaller in a low-speed traveling region than in a normal traveling region. In the bicycle simulation device (10) according to claim 2,
The relationship between the input rudder angle and the turning angle varies depending on the travel speed region,
The bicycle simulation apparatus according to claim 1, wherein the turning angle with respect to the input rudder angle is smaller in a high-speed traveling region than in a normal traveling region. In the bicycle simulation device (10) according to claim 3,
A rotating body (120) that rotates by a rotation operation of a user's pedal (124); and a load unit (300) that applies a load to the rotating body (120).
The load unit (300) generates electricity by the rotation of the rotating body (120) and is connected between the terminal and a generator (302) that applies a load corresponding to the current flowing between the terminals to the rotating body (120). A bicycle simulation apparatus comprising a capacitor (330) configured to increase the load on the operation of the pedal (124) at the beginning of rowing and to reduce the load stepwise as the speed increases. In the bicycle simulation apparatus (10) according to any one of claims 3 to 5,
The input steering angle (absolute value) is | Ax |, the maximum turning angle (absolute value) is | Mm |, the maximum input steering angle (absolute value) of the dead zone (Wh) is | Dz |, and the model bicycle (12) When the coefficient depending on the vehicle speed on the image is Cv and the inclination indicating the change of the turning angle with respect to the change of the input rudder angle is k, the turning angle (absolute value) | Rd |
| Rd | = (| Ax | − | Dz |) × k × Cv
Calculated by
The inclination k is calculated by k = | Mm | / (| Mm | − | Dz |),
The bicycle simulation apparatus characterized in that the coefficient Cv is obtained from preset map information (250). The bicycle simulation device (10) according to claim 6,
The bicycle simulation apparatus according to claim 1, wherein the coefficient Cv is 1.0 in the normal travel region and 1.0 or less in other regions than the normal travel region. In the bicycle simulation apparatus (10) according to any one of claims 1 to 7,
The steering (40) includes a first stopper (100) for restricting a rightward turning operation of the steering (40) and a second stopper (102) for restricting a leftward turning operation of the steering (40). And a steering angle sensor (64) for detecting the steering angle of the steering (40),
The neutral point of the steering (40) is a value (maximum value) of the steering angle sensor (64) at the time when the turning operation of the steering (40) is restricted by the first stopper (100), A bicycle characterized by an intermediate value between the value (minimum value) of the steering angle sensor (64) at the time when the turning operation of the steering (40) is restricted by the second stopper (102). Simulation device. The bicycle simulation device (10) according to claim 8,
The rudder angle sensor (64) is disposed between a head pipe (38) of the model bicycle (12) and a steering stem (74) that is rotatably inserted into the head pipe (38). ,
A pin (96) provided on the steering stem (74) is inserted into the steering angle sensor (64), and the pin (96) is inserted into the steering angle sensor (64) as the steering stem (74) rotates. The bicycle simulation device, wherein the steering angle of the steering (40) is detected by rotating the pin (96).

Images