JP2773107B2 - Driving simulator device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving simulator apparatus for simulating a driving state of a vehicle by a driving operation by displaying a moving image. In particular, the antilock brake system (Antilock Brake Sys
The present invention relates to a driving simulator device that allows a driver to experience the actual behavior of a vehicle when the vehicle operates when the driver operates the vehicle by viewing the scenery seen from the driver's viewpoint every moment.

[0002]

2. Description of the Related Art In automobiles, it is known that locking of wheels during braking causes a problem. For example, if the front wheels are locked, steering becomes ineffective, and if the rear wheels are locked, the stability of the vehicle is reduced. Is impaired. Therefore, in order to be able to steer the vehicle satisfactorily during braking, it is necessary to prevent wheel lock during braking and to ensure the steering and stability of the vehicle. In recent years, in order to prevent the wheel from being locked during braking, vehicles equipped with ABS have been developed, and their share in the market has been increasing.

The ABS controls the solenoid valve to be turned on and off when the wheel is decelerated by a driver's braking operation (depressing a brake pedal) and approaches a locked state. The hydraulic pipe is cut off, the application of the brake oil pressure from the master cylinder to the wheel cylinder by the pedaling force from the brake pedal is stopped, and the brake oil pressure in the wheel cylinder is prevented from being further increased. Simultaneously with this operation, the hydraulic fluid between the wheel cylinder and the reservoir is communicated to send the brake oil in the wheel cylinder into the reservoir, and the brake hydraulic pressure in the wheel cylinder is reduced to restore the rotational force of the wheel. Prevent wheel lock. When the rotational force of the wheel is restored to a predetermined level or more, the wheel cylinder is disconnected from the reservoir, the communication between the master cylinder and the wheel cylinder is established, and the brake hydraulic pressure is applied from the master cylinder to the wheel cylinder, The brake hydraulic pressure in the wheel cylinder is increased to increase the braking force acting on the wheels. ABS is a technique that controls the brake oil pressure to such an extent that the wheels do not lock during braking by repeatedly performing such processing, thereby ensuring both steering and stability of the vehicle.

When the ABS is actually operated during braking, the wheels are prevented from being locked, so that the driver does not slip on a slippery road surface, for example, on wet asphalt road surface such as when it is raining, and the steering performance and stability are improved. The vehicle can be controlled with good performance. But,
A driver who is not familiar with the operation of the ABS cannot know how much the steering performance and the vehicle stability are improved when the ABS is activated compared to when the ABS is not activated. Sometimes it may not be possible to operate effectively. Alternatively, in the case of a driver having an incorrect recognition of the ABS, there is a possibility that the driver may overdrive the vehicle on a low μ road at a high speed by overconfidence of the ABS. Moreover, it is impossible for a driver to experience the performance of ABS in a real vehicle unless it is also on a test course because full braking is required.

[0005]

[Problems to be Solved by the Invention] Japanese Patent Publication No. 7-50740
Japanese Patent Application Publication No. JP-A No. 2-2003-115556 discloses a driving simulator that gives a driver a feeling as if the vehicle is running by displaying an environment that can be seen from the driver's viewpoint according to the position and attitude of the vehicle. Is disclosed. However, this publication discloses that when the ABS is activated, the brake pedal is vibrated in order to make the driver feel the sensation of the foot, but the behavior of the vehicle when the ABS is activated is described by the driver. I do not go to experience.

Accordingly, the behavior of the vehicle at the time of braking is displayed momentarily in a view seen from the front window of the vehicle with and without the ABS equipment, and in various frictional states of the road surface, so that the driver can be informed of the vehicle. No braking or steering wheel operability is experienced. Therefore, in the conventional driving simulator device, the effectiveness of the ABS device could not be simulated according to various road surface conditions and running speeds.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle, in which ABS equipment is provided or not, depending on various road surface conditions and speeds from a low μ road to a high μ road. Real-time behavior of the vehicle is displayed on a display screen from time to time in a forward view seen from the front window of the vehicle, so that the driver can experience the braking performance and steering wheel operability. .

[0008]

Means for Solving the Problems In order to solve the above problems, the means described in claims 1 and 2 can be adopted. According to this means, the driving situation of the simulated vehicle is simulated in the driving simulator device according to the operation of the driver,
When braking the simulated vehicle, A
The operation of the BS is simulated according to the road surface condition of the simulated road surface.
Then, the simulation results are output by real-time processing as a moving image display of a simulation environment simulating the environment around the simulation vehicle. Thus, the operator operates the driving simulator device and performs a full brake operation, so that the vehicle behavior at the time of the operation of the ABS can be experienced by displaying a moving image.
In addition, a running experience according to the road surface condition can be performed, so that a more realistic simulation can be executed.

If means for arbitrarily setting the simulated friction coefficient between the simulated wheel and the simulated road surface to a predetermined value is provided, it is possible to simulate various road surface conditions from a low μ road to a high μ road. The simulation effect can be further enhanced.

According to the third aspect of the present invention, the simulated wheel is prevented from being locked by limiting the braking force obtained in accordance with the depression of the simulated brake pedal in accordance with the friction coefficient of the road surface. And the steering wheel operability at the time of the operation of can be simulated by the average value of the braking force at the time of the operation of the ABS.

Further, according to the means of the present invention, the running condition of the simulated vehicle is created by the operator operating the simulated operating device, and the running condition of the simulated vehicle and the operating condition of the simulated operating device are generated. Are detected by the detecting means. Then, the operation state of the simulated operating means is detected by the detecting means, and based on the detected value and the road surface condition of the simulated road surface, the simulated anti-lock brake means prevents the simulated wheels from being locked during the simulated vehicle braking, and the simulated motion calculation The movement of the simulation vehicle is simulated by the means. The simulation environment around the simulation vehicle is displayed as a moving image by the simulation display means based on the output of the simulation motion calculation means. Thus, when the simulated vehicle approaches the locked state during braking of the simulated vehicle, the brake hydraulic pressure is controlled by the simulated anti-lock brake means so that the simulated wheel is not locked, and the simulated vehicle is controlled based on the action of the simulated anti-lock brake means. Is calculated, the behavior of the simulated vehicle at that time can be simulated by displaying a moving image. Therefore, the driver can learn the behavior of the vehicle at the time of the ABS operation more specifically by experiencing the driving with the driving simulator device.

[0012] Further, by providing a simulated handle simulating an actual handle, a simulated accelerator pedal simulating an actual accelerator pedal, and a simulated brake pedal simulating an actual brake pedal, as simulated operation means, the braking initial value can be set. Speed and braking force can be changed, and the steering performance during braking can be experienced.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described based on specific embodiments. FIG. 1 is a block diagram showing a configuration of a driving simulator device 100 according to a specific embodiment of the present invention. The simulator device 100 is a device intended for simulation of an automobile, and simulates the behavior of the automobile when traveling in accordance with the operation of a driver (operator) 40. The simulator device 100 is a scenario setting device 3
It is possible to set a predetermined scenario by performing the processing described later using the scenario setting device 3. The simulator device 100 includes an ignition key 4 (simulated ignition key), a handle 5 (simulated handle), and an accelerator pedal 6 corresponding to an actual vehicle.
(Simulated accelerator pedal), brake pedal 7 (simulated brake pedal), shift lever 8 (simulated shift lever),
Direction indicator 9 (simulated direction indicator), side brake 10
(Simulated side brake), a seat belt 11 (simulated seat belt), and the like. These devices are operated by the driver 40, and the operating status of each device is detected by the sensors 24 to 31 (detection means) and output to the CPU 2.

That is, the sensor 24 detects an off or on or start or start signal of the ignition key 4, and the sensor 25 detects a steering angle signal of the steering wheel 5. Further, the accelerator pedal 6 is detected by the sensor 26.
The depression amount of the brake pedal 7 is detected by the sensor 27. The sensor 28 detects a state signal such as “parking” or “drive” of the shift lever 8, and the sensor 29 detects a state signal indicating that the direction indicator 9 is turned off, or turns right or left.
The sensor 30 detects an on / off state signal of the side brake 10, and the sensor 31 detects a wearing / non-wearing state signal of the seat belt 11. These detection signals are output to the CPU 2 respectively.

The CPU 2 calculates the behavior of the simulated vehicle by the processing described later using various data stored in the memory 1 based on the input detection signals.
It calculates video data of the external environment from the viewpoint of 0, running data such as the vehicle speed and the number of revolutions of the simulated vehicle, and running sound data according to the vehicle speed of the simulated vehicle. The memory 1 stores a processing program to be described later, a gear change sound, a slip sound,
Data such as a running sound and an engine sound according to the vehicle speed and the road surface condition are stored. The respective data calculated by the CPU 2 are output to the display 13, the instrument 14 (both are simulated display means), and the speaker 12, and the display 13 displays an image corresponding to the behavior of the simulated vehicle as a moving image. In addition, the loudspeaker 12 outputs a running sound of the simulated vehicle as sound, and the instrument 14 displays the simulated vehicle running data. The driver 40 includes a display 13, a speaker 12,
And the output of the instrument 14 can be recognized visually and audibly to grasp the behavior of the simulated vehicle.

Simulator device 100 having the above configuration
2 is shown in FIG. As shown in FIG. 2, the simulator device 100 has a cockpit 16 (simulated seat) provided on a base 15, and various operation devices around the cockpit 16 are mounted thereon, and a driver seat of an actual vehicle is provided. It has the same configuration as. Around the cockpit 16, main operating devices such as a steering wheel 5, a shift lever 8, an accelerator pedal 6, and a brake pedal 7 are provided in the same positions and in the same shape as the actual ones. A display 13 is arranged at a position corresponding to the front window.
The moving image displayed on the display 13 is displayed from the viewpoint of the driver 40 according to the behavior of the simulated vehicle, and an example is shown in FIG. As shown in FIG. 3, a distant object is displayed small and a nearby object is displayed large. This is because, for example, environmental data such as that shown in FIG. The information is displayed from the viewpoint (display coordinate system) of the driver 40 by a predetermined coordinate conversion based on a change in the position and attitude of the vehicle. Also, the moving image shown in FIG. 3 is displayed as a moving image by being updated at a predetermined minute time interval, a distant object approaches as the simulated vehicle advances, and a nearby object passes through, and is stereoscopically displayed. It simulates a real situation.

Further, a cover 17 is provided around the display 13 so as to cover the display 13 so that the driver 40 can easily see the image from the display 13. Around the cockpit 16, a seat belt 11, a rearview mirror 18, a rearview mirror 19, and the like are arranged in addition to the above-described main devices, to produce an actual vehicle realistically. On the lower surface 15a of the base 15, a caster 20 for movement and a stopper 21 for fixing are provided to facilitate movement and installation of the simulator device 100.

Next, a method of operating the simulator apparatus 100 will be described below with reference to FIGS. First,
Device setting of the simulator device 100 is performed. In this device setting, the setting is performed by operating the scenario setting device 3 in advance. In the present embodiment, a scenario setting device 3 is used by using a personal computer including a keyboard and a display device.
(See FIG. 22). A menu screen for scenario setting is displayed on the display device of the scenario setting device 3 by a predetermined operation of a keyboard. In the present embodiment, a menu screen as shown in FIG. 5 is displayed by the keyboard operation of [shift key + f · 1].

As shown in FIG. 5, in this embodiment, two items of "volume" and "auto skip" are provided as device settings, the item to be set is selected by up and down arrow keys, and the return key is pressed. In the configuration, the set items are enabled. A desired item can be set by performing the same processing for other items described later.
The item “volume” is an item for setting the volume of audio output from the speaker 12, and the item “auto skip” is
If you select "Yes", a series of runs will be executed automatically,
When "None" is selected, the simulation is stopped every time, and the simulation is executed according to the instruction given by the driver 40. In this embodiment, a key such as "next" or "again" is arranged on the keyboard, and by pressing these keys, the next simulation can be executed or the same simulation can be executed again.

Next, the setting of a simulation scenario will be described. This scenario setting is for setting conditions at the time of simulation, such as road surface conditions, presence / absence of ABS, and target vehicle speed, in order to execute simulations corresponding to various conditions. In this embodiment, the menu screen as shown in FIG. 6 is displayed by the keyboard operation of [shift key + f · 2].

As shown in FIG. 6, in this embodiment, "full brake", "straight lane change", "curve",
And “all” scenarios. The scenario “full brake” is a point in time when the vehicle speed reaches a predetermined speed after the start of the simulated vehicle running, the steering wheel 5 is fixed and the vehicle speed is controlled to be constant, and the vehicle crosses the yellow line displayed on the display 13. Accordingly, the behavior of the simulated vehicle when the driver 40 fully depresses the brake pedal 7 (full brake operation) is simulated. This is a scenario provided for the driver 40 to practice the full brake operation.
It is configured to repeat up to three times in the case of "None" and to repeat three times by pressing "From" and to repeat as many times as "Press again". In the scenario “straight lane change”, after the simulation vehicle starts running, when the vehicle speed reaches a predetermined speed, the speed is automatically controlled to a constant speed, and the steering wheel 5 is fixed up to the yellow line displayed on the display 13. When the driver crosses the line, the driver 40 performs a lane change to the right while performing a full brake operation. This means that when the driver 40 operates the full brake, the ABS
It is a scenario provided for practicing the difference in the behavior of the simulated vehicle depending on the presence or absence of the vehicle.

The scenario "curve" is automatically controlled to a constant speed when the vehicle speed reaches a predetermined speed after the start of the simulated vehicle, and the steering wheel 5 is fixed up to the yellow line displayed on the display 13, When the driver crosses the line, the driver 40 turns to the right while performing a full brake operation. This is a scenario provided to grasp the difference in the simulated vehicle behavior depending on the presence or absence of ABS at the time of full brake operation on a curve. The scenario “all” is a mode in which the scenarios are automatically set in the order of “full brake”, “straight lane change”, and “curve”.

In this embodiment, the scenario "full brake" is a scenario configuration in which the vehicle speed is controlled at a constant speed of 60 km / h on a dry road surface and the full brake operation is performed in a state where the ABS does not operate. . In the scenarios “straight lane change” and “curve”, the road surface condition, vehicle speed, and the presence / absence of ABS are sequentially set by the following method.

Next, a method for setting the presence / absence of ABS is shown in FIG.
This will be described with reference to FIG. A menu screen for ABS setting is displayed on the display device of the scenario setting device 3 by a predetermined operation of the keyboard. In this embodiment,
[Shift key + f · 3] keyboard operation
, A menu screen provided with three setting menus of “without ABS”, “with ABS”, and “both” is displayed. The menu "No ABS" runs the simulated vehicle without the ABS (the wheels are locked when the full brake is operated), and the menu "ABS" is with the ABS (the wheels do not lock when the full brake is operated) ), And the menu “both” is simulated in the order of “without ABS” → “with ABS”.

Next, a method of setting the target vehicle speed will be described with reference to FIG. A menu screen for setting a target speed of the simulated vehicle is displayed on the display device of the scenario setting device 3 by a predetermined operation of a keyboard. In the present embodiment, as shown in FIG. 8, "normal speed", "low speed",
A menu screen having four setting menus of “high speed” and “slow speed” is displayed. Menu "Normal speed"
Means that the simulated vehicle speed is 80 km / h and 100 km / h
Is reached, the vehicle travels with the simulated vehicle speeds fixed at the respective speeds. In the menu "low speed", when the simulated vehicle speed reaches 50 km / h and 80 km / h after the start of the running, the running is performed with the simulated vehicle speed fixed at each speed.
The menu `` High Speed '' starts running and the simulated vehicle speed is 100k
When the vehicle speed reaches m / h and 130 km / h, the vehicle travels with the simulated vehicle speed fixed at each speed. The menu "Slow speed" indicates that the simulated vehicle speed is 30km / h and 50km
When the vehicle speed reaches / h, running is performed with the simulated vehicle speed fixed at each speed. As described above, the simulation can be performed at two target vehicle speed levels for each menu, and the simulations are performed in order from the smaller speed level to the larger speed level.

Next, a method of setting the road surface condition will be described with reference to FIG. A menu screen for setting the road surface condition of the simulation vehicle is displayed on the display device of the scenario setting device 3 by a predetermined operation of the keyboard. In the present embodiment, the keyboard operation of [Shift key + f · 5]
As shown in FIG. 9, "dry road surface", "pressed snow road surface",
A menu screen provided with four setting menus of “wet road surface” and “freezing road surface” is displayed. The menu “dry road surface” indicates a road surface condition where the maximum friction coefficient between the road surface and the tire of the simulated vehicle is 1.0, and simulates a road surface condition such as a dry asphalt road surface or a dry concrete road surface where the road surface is dry. . The menu “Snow-covered road surface” indicates a road surface condition where the maximum friction coefficient between the road surface and the tire of the simulated vehicle is 0.3, and simulates, for example, a road surface condition that is compacted by running of the vehicle after snowfall. . The menu `` wet road surface '' indicates a road surface condition where the maximum friction coefficient between the road surface and the tire of the simulated vehicle is 0.6, for example, a road surface condition such as a wet asphalt road surface or a wet concrete road surface during rainfall. I simulate. The menu "freezing road surface" indicates a road surface condition where the maximum friction coefficient between the road surface and the tire of the simulated vehicle is 0.1, and simulates, for example, a road surface on which an ice burn has been formed after rainfall or a road surface condition on ice. ing.

FIG. 11 shows changes in the slip ratio (ratio of the difference between the vehicle speed and the wheel speed to the vehicle speed) in each of the road surface conditions. When the vehicle is traveling at a constant speed, the slip ratio is 0 because the vehicle speed and the wheel speed match, but when braking torque is applied to the wheels, the wheel speed decreases below the vehicle speed and the wheel speed decreases. A slip phenomenon occurs between the vehicle and the road surface. As the braking torque acting on the wheels increases, the difference between the wheel speed and the vehicle speed increases, and the slip ratio increases, and as shown in FIG. 11, the friction coefficient increases with the increase in the slip ratio. And the slip rate is about 0.2
Coefficient of friction when in the vicinity indicates a maximum value mu _m, the friction coefficient with increasing thereafter the slip ratio gradually decreasing or shows a flat, slip ratio of 1.0 (wheel lock condition)
Friction coefficient is μ ₀ when. Therefore, in an actual ABS, the slip ratio is controlled so that the friction coefficient becomes close to the maximum value, thereby preventing the wheels from being locked and improving the braking effect. In the present embodiment, the friction coefficient increases with an increase in the slip rate due to the braking force of the vehicle,
Maximum friction coefficient mu _m is then reaches the maximum friction coefficient mu _m
Work.

Here, for example, the scenario setting is “all”
A simulation method when the ABS setting is set to “both”, the target speed is set to “normal speed”, and the road surface condition is set to “dry road surface” will be described below. First, the driver 40 is seated in the cockpit 16 and the seat belt 1
1 is tightened, and it is confirmed that the shift lever 8 is in the "parking" position and that the side brake 10 is on, and the ignition key 4 is operated to simulate starting of the engine. At this time, an initial screen is displayed on the display 13, and an engine start sound is output from the speaker 12. Then, the driver 40 sets the shift lever 8 to "drive", turns off the side brake 10, and fully depresses the accelerator pedal 6 with the right foot. When the accelerator pedal 6 is depressed, the motion of the moving image displayed on the display 13 is accelerated, and the acceleration running sound of the simulation vehicle is output from the speaker 12, thereby simulating the acceleration running of the simulation vehicle. Note that the simulation is executed with the steering wheel 5 fixed until the simulated vehicle crosses the yellow line appearing on the display 13, so that the operation of the steering wheel 5 by the driver 40 does not affect the simulation screen.

When the speed of the simulated vehicle reaches a predetermined target speed level (speed of 60 km / h), the vehicle speed is automatically maintained at the target speed level, and the simulated vehicle crosses the yellow line appearing on the display 13. At this time, the driver 40 releases his / her right foot from the accelerator pedal 6 and depresses the brake pedal 7 to the maximum (full brake operation). At this time, the road surface condition is a dry road surface, the maximum friction coefficient is 1.0, and A
Full brake operation is performed under the condition without BS.

When the scenario "full brake" ends,
A scenario "straight lane change" is performed. Driver 4
The process up to the point where 0 depresses the accelerator pedal 6 is the same as the scenario “full brake”. Since the target speed setting is "normal speed" and the ABS setting is "both", the speed is 80km / h, without ABS → 100km / h, without ABS → 80km / h, with ABS → 100km / h, The simulation is executed in the order of ABS. At this time, after reaching each of the above speeds, the vehicle speed is automatically controlled to be constant. The driver 40 depresses the brake pedal 7 to the maximum while avoiding the pylon (not shown) displayed on the display 13 to the right when the driver crosses the yellow line appearing on the display 13.

When the scenario "straight lane change" is completed, the scenario "curve" is executed. The process up to the point where the driver 40 depresses the accelerator pedal 6 is the same as the scenario “full brake”. In addition, target speed and ABS
The conditions for the presence / absence are the same as in the scenario “straight lane change”. When the vehicle speed reaches a predetermined speed, the speed is automatically controlled to be constant, and when the simulated vehicle crosses the yellow line appearing on the display 13, the speed is displayed on the display 13 while depressing the brake pedal 7 to the maximum. Turn right along the pylon. In this way, by setting the simulation conditions on each menu screen, it is possible to execute the simulation under desired conditions.

The simulation performed by the simulator apparatus 100 is a simulated vehicle behavior at the time of braking depending on the presence or absence of the ABS. The ABS is a system that operates when the wheels approach the locked state. It is necessary to step on 7 to the maximum (full brake operation). Therefore, when performing the simulation under each of the above scenarios, if it is not a full brake operation,
Effective simulation behavior cannot be obtained by simulation. Therefore, in this embodiment, in each scenario, the scenario setting device 3 determines whether or not the full brake operation has been performed by the keyboard operation of [Shift key + f · 6].
, And a configuration for displaying on the display 13. FIG. 10 shows an example in which this determination result is displayed as a pictogram. In the present embodiment, “○” is displayed when the full brake operation is achieved, and “×” is displayed when the full brake operation is not achieved. In addition, when there is an operation abnormality of the driver 40 during traveling, “▲” is displayed. In the present embodiment, for example, when the engine is turned off before reaching the yellow line, when stopping before reaching the yellow line from before the yellow line, before reaching the yellow line from before the yellow line. When the gear is set to something other than "drive", when the time from starting until reaching the yellow line exceeds a predetermined time, the vehicle speed when reaching the yellow line is 80% or less of the target speed Was regarded as an operation error during traveling. still,
In the case of auto skip “Yes”, the result is automatically displayed after the end of the driving experience.

Next, the processing performed by the CPU 2 will be described with reference to the flowcharts shown in FIGS. FIG. 12 is a main flowchart showing the processing procedure of the CPU 2. First, a preparation for simulation is checked (step 902). Here, in the simulation preparation check, the ignition key 4
, A check is made as to whether the start signal has been output, whether the seat belt 11 is worn, whether the side brake 10 is on, and the position of the shift lever 8 is "parking". When a start signal is output from the ignition key 4, an engine start sound is output from the speaker 12. Next, it is determined whether there is any abnormal point in the simulation preparation check (step
904) If there is an abnormality, an abnormal point is displayed on the display 13, and the process returns to step 902. If there is no abnormality in step 904, initialization is performed in step 906, and the initial screen in which the simulated vehicle position is set to the initial position is displayed on the display 1.
3 is displayed.

After the initial setting, in step 908, the start of the simulation is checked. In this start-up check, the actual vehicle is started, for example, whether the ignition key 4 is on, the side brake 10 is off, the shift lever 8 is "drive", or the accelerator pedal 6 is depressed. Check the necessary items at the time.
At step 910, it is determined whether or not there is an abnormal point in the simulation activation check. Steps
If there is no abnormality at 910, simulated vehicle data such as the depression amount of the accelerator pedal 6, the depression amount of the brake pedal 7, and the steering angle of the steering wheel 5 is input (step 912).
), A simulation vehicle behavior calculation is performed (step 914).

The details of the processing contents in step 914 are as follows:
This will be described based on the flowchart shown in FIG. 13 and the mathematical model shown in FIG. In this embodiment, to simplify the mathematical model of the simulated vehicle, the front wheel to be steered and the rear wheel not to be steered are each replaced by one wheel, and the resultant force of the forces generated on the two wheels as a whole and the weight around the center of gravity are changed. Is determined so as to determine the translational motion of the vehicle center of gravity and the rotational motion about the vehicle center of gravity, and a motion equation is established for each motion and numerically solved. In modeling, an (x, y, z) coordinate system having a predetermined position in space as an origin is set as an inertial coordinate system, a center of gravity position is set as an origin as a vehicle coordinate system, a vehicle heading direction is set as an X axis, and a vertical direction is set. A (X, Y, Z) coordinate system was set as the Z axis. Further, the motion of the simulated vehicle is considered as a two-dimensional motion (x, y) direction, the translational motion of the center of gravity is omitted in the Z axis direction (vertical direction), and the rotational motion around the center of gravity is yaw direction (Z axis direction). (Rotation), the rotation in the pitch (around the Y-axis) and the rotation in the roll direction (around the X-axis) are omitted. Further, the suspension of the simulated vehicle is considered as a rigid body. In this viewpoint, the rotational movement in the pitch and roll directions is omitted, and the movement of the center of gravity due to the action of acceleration is not considered.

In FIG. 13, first, the accelerator pedal 6
It is determined whether or not is on (step 1002). If the accelerator pedal 6 is on, acceleration motion calculation is performed in step 1022, and the process proceeds to step 1024. Immediately after the start of the simulation, it is necessary to accelerate until a predetermined target speed is reached. Therefore, the processing is performed in the order of steps 1002 → 1022, and the acceleration motion of the simulated vehicle is calculated based on the depression amount of the accelerator pedal 6. When the depression amount of the accelerator pedal 6 increases, the opening of a throttle (not shown) increases, and the fuel injection amount supplied to the engine increases in accordance with the opening of the throttle. The engine torque increases as the fuel injection amount increases, and the driving force of the simulated vehicle increases to accelerate. Therefore, the driving force of the simulated vehicle is a function of the amount of depression of the accelerator pedal 6, and the amount of depression of the accelerator pedal 6 is A, and the driving force of the front wheel and the rear wheel of the simulated vehicle is respectively
If [Df] and [Dr] (where [] indicates a vector, the same applies hereinafter), they can be represented by [Df] and [Dr] = f (A). This [D
By replacing f] and [Dr] with [Bf] and [Br] in equations (1) and (4) described later, the acceleration motion of the simulated vehicle can be calculated by a numerical solution method described later. At this time, the steering of the steering wheel 5 is not effective until the simulated vehicle crosses the yellow line displayed on the display 13, so that the simulated vehicle simply moves in a linear direction.

If the accelerator pedal 6 is off at step 1002, it is determined at step 1004 whether the brake pedal 7 is on. When the brake pedal 7 is on at step 1004, the simulated vehicle is at the time of braking.
The process proceeds to 1006, where it is determined whether or not the simulated vehicle has ABS. The flow from step 1004 to 1006 is performed mainly after the driver 4
0 is executed when the brake pedal 7 is fully braked. If the brake pedal 7 is off at step 1004, that is, if the accelerator pedal 6 and the brake pedal 7 are both off, neither acceleration nor braking is performed, so the process proceeds to step 1020 to decelerate the simulated vehicle. After calculating the motion, the process proceeds to step 1024.

The forces acting on the simulated vehicle during the deceleration movement include a driving force acting upon engine idling, an air resistance acting on the simulated vehicle, a wheel rolling resistance, and the like. Among these forces, the driving force acts in the traveling direction of the simulated vehicle, and the air resistance and the rolling resistance act in the direction opposite to the driving force. The driving force at this time is a force acting at the time of idling, and thus can be made constant.
The sum of the air resistance and the rolling resistance is generally called the running resistance.At low vehicle speeds, the ratio of rolling resistance is large, and at high vehicle speeds, the ratio of air resistance is large, but the sum tends to increase as vehicle speed increases. It is known that running resistance is a function of vehicle speed. Therefore, the position of the center of gravity of the vehicle
[Pg], and if the running resistance is Rd, it can be expressed as Rd = f (d / dt [Pg]). This Rd is added to the left side of formulas (1) and (4) described below, and [Bf] and [Br] are replaced with the driving force at idling, and numerically solved as in step 1022 to decelerate the simulated vehicle. Exercise can be calculated.

If it is determined in step 1006 that the simulated vehicle has the ABS, the process proceeds to step 1008 to calculate the simulated vehicle behavior when the simulated vehicle has the ABS. That is, to determine whether the braking force B _man maximum frictional force due to operation of the pedal 7 (mu _m × shaft load) is smaller than a predetermined value B _abs size or more, B _man is more than B _abs size of Time is Step 10
The process _proceeds to step 12, where the value of B _man is set to the value of B _abs and the motion calculation is performed. This B _abs is the average value of the braking force during the operation of the ABS. At this time, the simulation vehicle is considered to have a grip, and if the braking force does not exceed the maximum frictional force and the braking force acts in the rolling direction of the wheels, the translational motion of the center of gravity of the simulation vehicle is considered. The equation of motion can be expressed as in equation (1).

[0040]

[Ff] + [Bf] + [Fr] + [Br] = M ・ (d ² / dt ² ) [Pg] ─ (1)

In the equation (1), [Ff] represents a side force acting on the front wheel, [Fr] represents a side force acting on the rear wheel, [Bf] represents a braking force acting on the front wheel, and [Br] represents a braking force acting on the front wheel. M indicates the mass of the simulated vehicle, (d ² / dt ² ) indicates the second derivative with respect to time, and [Pg] indicates the position of the center of gravity of the simulated vehicle. Side Force [Ff], [Fr]
Slip angles αf, αr, braking force [Bf],
It occurs in a direction perpendicular to the rolling direction of the wheel depending on [Br] and the friction coefficient μ. Side force [Ff], [Fr] braking force [Bf], why was dependent on [Br], the friction ellipse (braking force and the side force is the maximum friction force (= mu _m
X shaft load). ), But the frictional force acting on the wheels is made the same direction, and the function form of the side force (Ff, Fr = f (α, B, μ)) is constant regardless of the motion state of the simulated vehicle Give it in advance.

The braking forces [Bf] and [Br] are the same as those of the brake pedal 7.
Is calculated based on the amount of depression (pedal stroke). That is, as shown in FIG. 16 (a), the brake depression force increases with an increase in the pedal stroke, and the brake fluid pressure is substantially proportional to this depression force as shown in FIG. 16 (b). . Further, as shown in FIG. 16C, the braking force of the simulated vehicle tends to increase as the brake fluid pressure increases. Thus, it can be said that the braking forces [Bf] and [Br] are functions of the pedal stroke. Therefore, if the pedal stroke is S, it can be expressed as [Bf], [Br] = f (S). Using this function, the braking force [Bf], [Br] can be calculated from the depression amount of the brake pedal 6. You can ask. In this embodiment, the pedal stroke of the brake pedal 7 is detected by the sensor 27, and the braking forces [Bf] and [Br] are obtained from the detected values. It may be configured to detect and obtain the braking forces [Bf] and [Br] from the detected values. The distribution of the braking forces [Bf] and [Br] may be distributed so that the front wheels and the rear wheels are locked almost simultaneously. In order to obtain vehicle stability, the front wheels are prevented from being locked in front and the front wheels are locked. May be distributed so as to lock in advance.

The slip angles αf and αr are as follows:
The angle between the direction of motion of the ground contact point of the wheel and the rolling direction of the wheel means the movement of the ground point of the wheel is determined by the position of the center of gravity [Pg], the rotation angle θ around the center of gravity of the simulated vehicle, Distance Lf,
And the distance Lr from the center of gravity to the rear wheel. still,
Distance Lf from center of gravity to front wheel and distance from center of gravity to rear wheel
Lr assumes a constant value regardless of the driving operation. Since the rolling direction of the front wheels is determined by the steering angle φ, and the rolling direction of the rear wheels coincides with the direction of the vehicle head, the slip angles αf and αr are respectively obtained by the following equations.

[0044]

Αf = φ + θ−arg ((d / dt) [Pf]) = φ + θ−arg ((d / dt) [Pg] + Lf (−sinθ, cosθ) (d / dt) θ) ─ (2 )

Αr = θ−arg ((d / dt) [Pr]) = θ−arg ((d / dt) [Pg] + Lr (sinθ, −cosθ) (d / dt) θ) ─ (3 )

[Pf] represents the contact position of the front wheel, [Pr] represents the vector of the contact position of the rear wheel, and θ represents the rotation angle of the simulated vehicle around the center of gravity. (-sin θ, cos θ) and (sin θ, -cos θ) are unit vectors representing components in the azimuth θ and −θ directions, respectively. Here, if the equation of motion of the rotational motion around the center of gravity of the simulation vehicle is shown, it can be expressed as in equation (4).

[0046]

[Equation 4] z component of (([Pf] − [Pg]) × ([Ff] + [Bf]) + ([Pr] − [Pg]) × [Fr]) = Jz · (d ² / dt) ² ) θ ─ (4)

In equation (4), Jz indicates the moment of inertia about the z-axis of the simulation vehicle. or,

[Pf] = [Pg] + [Lf (cos (θ), sin (θ)] ─ (5)

[Pr] = [Pg]-[Lr (cos (θ), sin (θ)] ─ (6)

The symbol x in equation (4) represents a vector product. By giving initial values and dynamic parameters that change with time to the above equations (1) and (4) and solving them numerically in real time, the motion state of the simulated vehicle can be obtained. The solution will be described.

FIG. 17 shows the time t for each predetermined time interval Δt.
₁ (initial time), is a plot respectively the position of the center of gravity of the simulated vehicle in _{t 2, t 3 (t 1} <t 2 <t 3). When the brake pedal 6 at time t ₁ is stepped braking force according to the pedal stroke at the time [Bf], [B
r] is calculated. The side forces [Ff] and [Fr] are obtained using the calculated values of the braking forces [Bf] and [Br] and the predetermined friction coefficient μ, with the initial values of the slip angles αf and αr set to zero. . The initial value of θ is 0, and the initial value of [Pg] is [0]
It is. The initial value of [Pf]-[Pg] is (Lf, 0), and the initial value of [Pr]-[Pg] is (-Lr, 0).

When the values on the left side in the equations (1) and (4) are determined in this manner, the simulated vehicle mass M and the moment of inertia Jz about the z axis are constants on the right side. center of gravity acceleration at _{^{t 1 (d 2 / dt 2}} ) [Pg]
And angular acceleration (d ² / dt ² ) θ. And
By time-integrating the center of gravity acceleration (d ² / dt ² ) [Pg] and the angular acceleration (d ² / dt ² ) θ, namely, the center of gravity acceleration (d ² / dt ² ) [Pg] and the angular acceleration (d ² / the dt ²⁾ theta and Δt times, by adding them value the center of gravity velocity at time t _1, respectively (d / dt) [Pg] and the angular velocity (d / dt) θ, the velocity of the center of gravity at time t ₂ (d / dt) [Pg] and angular velocity (d / dt) θ can be obtained. Also, at time t ₂
The center of gravity position [Pg ₂ ] and the rotation angle (posture angle) θ ₂ around the center of gravity at are calculated by time-integrating the center of gravity velocity (d / dt) [Pg] and the angular velocity (d / dt) θ at time t ₁ . That is, time t
Gravity velocity in _{1 (d / dt) [Pg} ] and an angular velocity (d / dt) θ in Δ
multiplied by t, the change in position [ΔPg ₁ ] and the change in angle Δθ
₁ are obtained, and these values are added to the center of gravity position [Pg ₁ ] and the rotation angle θ ₁ at time t ₁ , respectively. In this way, the position of the center of gravity [Pg ₂ ] at time t ₂ and the rotation angle θ ₂ around the center of gravity are obtained.

Similarly, when the braking forces [Bf] and [Br] are calculated according to the pedal stroke at the time t ₂ , the slip angle αf is calculated by the rotation angle θ at the time t ₂ as shown in the equation (2). , Steering angle φ, center-of-gravity position speed (d / dt) [Pg], rotational angular speed (d / dt) θ, and center-of-gravity wheel distance Lf. Also, the slip angle αr is given by the following equation (3).
Rotation angle θ at time t ₂ , center of gravity position speed (d / dt) [Pg],
It can be calculated using the rotational angular velocity (d / dt) θ and the distance Lr between the wheels of the center of gravity. The slip angle αf thus obtained
, Αr, the calculated values of the braking forces [Bf] and [Br], and the predetermined friction coefficient μ, to obtain the side forces [Ff] and [Fr], respectively.

[0052] Thus Equation (1), determines the value of the left-hand side in (4), the center of gravity acceleration at time _{^{t 2 (d 2 / dt 2}} ) [P
g] and angular acceleration (d ² / dt ² ) θ are obtained, and the center of gravity acceleration (d ² / dt ² )
[Pg] and angular acceleration (d ² / dt ² ) θ are integrated over time, and these values are calculated as the center of gravity velocity (d / dt) [Pg] and angular velocity (d / dt) at time t ₂ .
θ, the velocity of the center of gravity at time t ₃
(d / dt) [Pg] and angular velocity (d / dt) θ can be obtained.
The position of the center of gravity [Pg ₃ ] and the rotation angle θ ₃ around the center of gravity at the time t ₃ are the center of gravity velocity (d / dt) [Pg] and the angular velocity (d / dt)
change in the position by integrating the θ time [? Pg _2] and obtains the change amount [Delta] [theta] ₂ of the angle, the center-of-gravity position at time t ₂ thereof value
[Pg ₂ ] and the rotation angle θ ₂ respectively. In this way, the position of the center of gravity [Pg ₃ ] at time t ₃ and the rotation angle θ ₃ around the center of gravity are obtained. In this manner, the vehicle position and the rotation angle at predetermined time intervals can be obtained. After the above operation, the process proceeds to step 1024.

If B _man is smaller than B _{abs in} step 1008, the process proceeds to step 1014, a motion calculation is performed using the value of B _man , and then the process proceeds to step 1024. The equations of motion used here are equations (1) and (4), as in step 1012. By performing the same processing as in step 1012, the position and rotation angle of the vehicle can be obtained. FIG. 18B shows the change over time of the brake fluid pressure due to the processing of steps 1012 and 1014. Depressing the brake pedal 7 causes the brake fluid pressure to rise with the passage of time. The braking force B _man increases with the increase in the brake fluid pressure, and at time t _{40, the} predetermined B _abs smaller than the maximum frictional force.
Braking force B when _man reaches, the brake fluid pressure braking is performed in a state of being held at the value at that time, the vehicle is stopped at time t _50. It should be noted that the simulated vehicle is always held in a "has grip" state when it has an ABS as in the processing shown in steps 1008, 1012, and 1014.

If it is determined in step 1006 that the vehicle does not have the ABS, the process proceeds to step 1010 to calculate the simulated vehicle behavior when the vehicle does not have the ABS. That is, the brake pedal 7
Locks the wheels of the simulated vehicle is in a state "no grip" when the braking force B _man it is determined whether the maximum friction force more sizes by operation, B _man is maximum frictional force than the size Then, the process proceeds to step 1016, and the motion calculation in that case is performed.

When the wheel does not have the ABS, when the wheel approaches the locked state by braking, the release and application of the brake oil pressure acting on the wheel cylinder is not performed, and the brake oil pressure is maintained in the applied state. The wheel is in a locked state without restoring the rotational force of the wheel, and the wheel slips. Therefore, in the locked state of the wheel, the side force does not act, and the force acts on the wheel in a direction opposite to the movement direction of the wheel,
Its magnitude is the product of the friction coefficient mu ₀ and axial load during wheel lock. At this time, the equation of motion for linear motion of the simulated vehicle is shown in equation (7), and the equation of motion for rotational motion is shown in equation (8).

[0056]

[Bf] + [Br] = M · (d ² / dt ² ) [Pg] ─ (7)

[0057]

(8) The z component of (([Pf] − [Pg]) × [Bf] + ([Pr] − [Pg]) × [Br]) = Jz · (d ² / dt ² ) θ─ (8 )

Using equations (7) and (8), step 101
By performing the same processing as in 2 and 1014, it is possible to obtain the motion state of the simulated vehicle when the wheels are locked. After this calculation, the process proceeds to step 1024. If B _man is smaller than the maximum frictional force in step 1010, it is assumed that the wheels of the simulated vehicle are not in the locked state and that the simulated vehicle has a grip.
Then, the process proceeds to step 18, where the motion calculation is performed using the above-mentioned equations (1) and (4). FIG. 18A shows the change over time of the brake fluid pressure due to the processing of steps 1016 and 1018. When the brake pedal 7 is depressed, the brake fluid pressure increases with the passage of time, and the braking force _Bman increases as the brake fluid pressure increases. At this time, since not having the ABS rather than the brake fluid pressure is controlled, reaches a maximum pressure at time t _10, the liquid pressure state is maintained by full braking operation. As a result, the slip rate of the vehicle increases,
Slip rate has reached 1.0 at time t _20, the wheels to lock. Vehicle moves gradually decelerated to in this locked state (the friction coefficient mu _0), and stops at time t _30. As shown in FIG. 18, when the vehicle does not have the ABS, the time until the vehicle stops (stop distance) is longer than when the vehicle has the ABS.

In the braking state before the wheels are locked,
Regardless of the presence or absence of the ABS, as the speed at the time of braking is higher, the speed of the center of gravity in the straight traveling direction is higher as understood from the equations (2) and (3), so that the slip angle becomes larger.
It is understood that poor controllability of the handle is simulated. Further, as the maximum coefficient of friction of the road surface is smaller, the side hoses [Ff] and [Fr] are smaller, and accordingly, (d / dt) θ
Is reduced, and as understood from equations (2) and (3), it is simulated that the slip angle increases and the controllability of the steering wheel deteriorates.

When the wheels are locked, AB
When S is not present, the side hoses [Ff] and [Fr] are zero, so there is no operability of the steering wheel, and it is simulated that the vehicle body easily spins depending on the direction of the front wheels when locked. You. The braking distance when the wheel is locked is
As the vehicle speed at the time of locking is large, as the friction coefficient mu ₀ between a road surface and the wheels at the time of locking is small, it is also readily understood that the longer is simulated. Also, pedal force of the brake is loosened, the braking force B _man brake in accordance with the depression force becomes smaller than the braking force of the wheels received from the road surface is determined from the friction coefficient mu ₀ at lock, wheel lock is released Therefore, when this state is reached, the equation (1),
The position and orientation of the vehicle are calculated using (4).

On the other hand, when ABS is present, when the braking force B _man due to the brake pedaling force exceeds B _abs which is a value slightly lower than the value determined by the maximum friction coefficient μ between the road surface and the tire and the vehicle body weight. In addition, the braking force acting between the wheels and the road surface is limited to B _abs to simulate the wheels so as not to be locked. As a result, the behavior of the vehicle body in a state where the wheels are not locked is simulated. For this reason, even if the ABS equipment is present, the braking distance increases, the slip angle increases, and the steering stability decreases as the vehicle speed during braking increases and the maximum friction coefficient μ of the road surface decreases. It is simulated to do.
Therefore, the driver 40 can experience not only the experience of the braking and steering stability of the ABS but also the limit of the ABS control.

When the vehicle has the ABS as described above,
The motion calculation is always executed with the grip, and ABS
Is not provided, the presence or absence of the grip is determined from the magnitude relationship between the braking force and the maximum frictional force, and the motion calculation in each case is executed. Steps 1012 to 1022 above
After the above processes, in step 1024, the simulated vehicle position and orientation after a predetermined time Δt are calculated. Thus, FIG.
Step 914 is performed.

In FIG. 12, after the processing of step 914, the position and orientation data of the simulation vehicle is updated (step 916), and the display screen of the display 13 is updated based on the data updated in step 916 (step 916). Step 91
8). Thereafter, in step 920, the output of the running sound of the simulation vehicle is calculated. The details of the processing in step 920 are shown in FIG.
It is shown in FIG.

In FIG. 14, first, the accelerator pedal 6
It is determined whether or not the vehicle is on (step 1102). When the accelerator pedal 6 is on, the simulated vehicle is performing an acceleration motion, so the process proceeds to step 1104, and the vehicle speed is changed to a predetermined threshold value at which a gear change is performed. Is determined. When the vehicle speed has reached the predetermined threshold value in step 1104, the process proceeds to step 1108, in which an engine sound, wheel running sound, and gear change sound corresponding to the vehicle speed are output from the speaker 12, and during acceleration, Simulate the sound at the time of gear change. When the vehicle speed does not reach the predetermined threshold value in step 1104, the process proceeds to step 1110, in which the engine sound and the running sound of the wheels corresponding to the vehicle speed are output from the speaker 12, and the sound heard by the driver 40 during acceleration is output. Simulate. The processing in steps 1108 and 1110 is mainly executed from the start of the simulation until the simulation vehicle crosses the yellow line displayed on the display 13.

If it is determined in step 1102 that the accelerator pedal 6 is off, the flow advances to step 1106 to determine whether the wheels are locked. If the wheels are not in the locked state in step 1106, the process proceeds to step 1112, in which an engine sound corresponding to the vehicle speed and a running sound of the wheels are output from the speaker 12, and a sound at the time of braking without locking the wheels is simulated.
When the wheels are in the locked state in step 1106, it is considered that the wheels are slipping, and the process proceeds to step 1114, in which a slip sound and an engine sound corresponding to the vehicle speed are output from the speaker 12, and a sound when the wheels are locked is output. Simulate. Step 11
The processing in steps 12 and 1114 is mainly performed at the time of braking after the simulated vehicle crosses the yellow line displayed on the display 13. In this way, in step 920 of FIG. 12, the sound at the time of acceleration due to the presence or absence of a gear change and the sound at the time of braking due to the presence or absence of a slip are simulated.

In FIG. 12, after the calculation of the simulation vehicle running sound, it is determined in step 922 whether or not the simulation is interrupted. If not, the process returns to step 912 to input the simulation vehicle data. Is repeatedly executed. When the simulation is interrupted in step 922, the process proceeds to step 924, and it is determined whether or not the simulation has been completed. If the simulation is not to be terminated in step 924, the process returns to step 902 to perform the simulation preparation check. If the simulation is terminated, the process proceeds to step 926 to display the simulation result on the display 13. FIG. 19 shows a display example of the simulation result.

As shown in FIG. 19, in this embodiment,
Since it is not effective when the driver 40 does not perform the full brake operation, whether or not the depression amount of the brake pedal 7 is sufficient is shown in a bar graph as a percentage of the depression force required for the full brake. By confirming the bar graph by the driver 40, the bar graph can be used as a reference when executing the full brake operation. The speed shown in FIG. 19 indicates the vehicle speed when the simulated vehicle reaches the yellow line. After displaying the result in step 926 of FIG. 12, it is determined in step 928 whether or not the next simulation is to be performed. If the next simulation is to be performed, the process proceeds to step 902; End.

By performing the processing shown in FIGS. 12 to 14, the simulated vehicle behavior when the ABS is operating and when it is not operating is simulated by using the moving image displayed on the display 13 and the sound output from the speaker 12. Therefore, the driver 40 can effectively experience learning of the ABS simulation. In this embodiment, the simulation can be executed by changing the friction coefficient of the road surface and the vehicle speed. Therefore, in each of the operation and non-operation of the ABS,
It is possible to experience learning of the slip condition of the vehicle at the time of the full brake operation according to the friction coefficient and the vehicle speed more specifically.

In the above embodiment, the moving image is always displayed on the display 13 from the viewpoint of the driver 40. However, the moving image may be displayed from another viewpoint. For example, FIG. 20 shows a configuration in which a simulated vehicle behavior is displayed as a moving image from above and away from the viewpoint of the driver 40. FIG. 20 shows that the simulated vehicle behavior is displayed as a moving image from another viewpoint. Since the behavior of the vehicle can be grasped, the learning effect by the simulation can be enhanced.

In the above embodiment, the scenarios at the time of the simulation are mainly three scenarios of "full brake", "straight lane change", and "curve". However, the content of this scenario is not limited to this. Instead, various scenarios may be set. For example, in the above-described scenario, the full brake operation is performed when the yellow line displayed on the display 13 is reached, but instead of displaying the yellow line on the display 13, a child or vehicle jumps out. The display may be displayed, and the driver 40 may perform the full brake operation by noticing the pop-out. By providing such a scenario, it is possible to experience a full brake operation at the time of jumping out. Also,
At this time, it is more effective if the simulator device 100 is provided with a horn function so that when the driver 40 sounds the horn, the child or the vehicle stops at the position or the speed of the jump is reduced. A simulation can be performed.

Further, a configuration in which a mode simulating auto cruise running may be added to the scenario shown in the above embodiment. Thereby, it is possible to simulate the traveling when the full brake operation is performed from the auto cruise traveling. In the above embodiment, whether or not the full brake operation is achieved, the vehicle speed when the vehicle reaches the yellow line, and the like are displayed as the evaluation result after the execution of the simulation, but the evaluation items are not limited to this. For example, a configuration may be adopted in which the distance from when the full brake operation is performed until the vehicle stops is displayed on the display 13 after the simulation is performed. As a result, it is possible to grasp how far the stopping distance will be based on the vehicle speed, the presence or absence of the ABS, and the road surface condition, and the simulation effect can be further improved.

In the above embodiment, the background of the moving image displayed on the display 13 is not particularly described.
When the vehicle speed is low or low, the background is set to be an urban area, and when the vehicle speed is high, the background is set to a suburb, an expressway, or the like, so that a more realistic simulation image can be obtained. Further, the configuration may be such that the color and the density of the road surface displayed on the display 13 are changed according to the road surface condition to be simulated. For example, wet
When traveling on a road surface, a more realistic display screen can be obtained by displaying the color of the road surface in dark color.

In the above embodiment, the weather condition is not particularly considered, but the simulator device 100 is provided with a wiper switch, and when the driver 40 operates the wiper switch when the road surface is wet, the display 13 A configuration in which the rain state and the driving state of the wiper are displayed above may be used. As a result, it is possible to effectively produce a simulation when traveling in rainy weather. When the driver 40 operates the wiper switch when the road surface state is a snow-covered road surface, the display 13 may display a snowfall state and a driving state of the wiper. This allows
Simulation at the time of snowfall can be effectively produced.

Further, a fog lamp switch may be provided in the simulator device, and when the driver 40 operates the fog lamp switch, a situation in which fog is generated may be displayed on the display 13. Thereby, it is possible to effectively produce a simulation in a situation where fog has occurred. Each of these weather conditions may be set in stages. For example, the rainfall state may be arbitrarily changed from light rain to heavy rainfall, and the friction coefficient may be set according to the rainfall state. In addition, in order to display a strong wind state, a tree or the like displayed on the display 13 may be displayed to display the wind force level. At this time, if the wind noise is output from the speaker 12, A more effective simulation can be performed.

In the above embodiment, the time period is mainly assumed to be the daytime, but it may be simulated at twilight such as in the evening or morning. Furthermore, a lighting switch is provided in the simulator device 100, and when the driver 40 operates the lighting switch, the driving situation at night (for example, the background is dark and only the illuminated portion of the headlight is clearly displayed) on the display 13. May be displayed. Thereby, the simulation at the time of night driving can be effectively produced.

In the above embodiment, the type of the simulated vehicle is not particularly limited. However, the simulation may be performed in accordance with the type of the vehicle that the driver 40 operates on a daily basis. For example, as shown in FIG. 21, it is considered that a medium sedan type has a medium viewpoint and the acceleration performance is moderate, and a truck or the like has a high viewpoint and a low acceleration performance. Also, since the height of the viewpoint is considered to be low and the acceleration performance is high in coupe etc., it is considered that more effective simulation can be performed by changing the viewpoint height and acceleration performance for each vehicle type Can be.

Although the number of the driving simulators 100 is not particularly limited in the above embodiment, a plurality (n in FIG. 22) of driving simulators 100a to 100n are provided as shown in FIG. The scenario setting device 3 may be configured to set the scenario of each device. Thus, a plurality of driving simulator devices 1
By providing 00a to 100n, it is possible to cope with the driving experiences of many drivers at once.

As indicated above, according to the present invention,
Detecting the operation status of each device of the simulator device, based on the detection signal, when the ABS is operating, and when not operating, the vehicle behavior is displayed on the display as a change in the external environment from the viewpoint of the operator as a moving image, By outputting the sound at the time of traveling from the speaker, the operator can effectively learn the traveling experience at the time of full brake operation according to changes in the vehicle speed and the friction coefficient.

[Brief description of the drawings]

FIG. 1 is a block diagram showing the overall configuration of a driving simulator device according to a specific embodiment of the present invention.

FIG. 2 is a perspective view showing an entire configuration of a driving simulator device according to a specific embodiment of the present invention.

FIG. 3 is a schematic diagram showing an example of a display image on a display in the driving simulator device according to a specific embodiment of the present invention.

FIG. 4 is a schematic diagram showing a relationship between a coordinate form of a moving image model displayed on a display and a vehicle coordinate form in a driving simulator apparatus according to a specific embodiment of the present invention.

FIG. 5 is a schematic diagram showing a menu screen configuration at the time of device setting in a driving simulator device according to a specific embodiment of the present invention.

FIG. 6 is a schematic diagram showing a menu screen configuration at the time of setting a scenario in the driving simulator apparatus according to a specific embodiment of the present invention.

FIG. 7 is a schematic diagram showing a menu screen configuration when setting the presence or absence of ABS in the driving simulator apparatus according to a specific embodiment of the present invention.

FIG. 8 is a schematic diagram showing a menu screen configuration at the time of setting the speed of the simulated vehicle in the driving simulator apparatus according to a specific embodiment of the present invention.

FIG. 9 is a schematic diagram showing a menu screen configuration when setting a road surface condition in the driving simulator device according to a specific embodiment of the present invention.

FIG. 10 is an explanatory diagram showing an example of a result determination of a full brake operation at the time of simulated running in the driving simulator apparatus according to a specific embodiment of the present invention.

FIG. 11 is a schematic diagram showing a relationship between a coefficient of friction and a slip ratio.

FIG. 12 is a main flowchart showing the processing performed by a CPU in a driving simulator apparatus according to a specific embodiment of the present invention.

FIG. 13 is a sub-flowchart showing a processing content of a vehicle behavior simulation calculation performed by a CPU in the driving simulator apparatus according to a specific embodiment of the present invention.

FIG. 14 is a sub-flowchart showing a processing content of a vehicle running sound output calculation performed by a CPU in a driving simulator device according to a specific embodiment of the present invention.

FIG. 15 is a schematic diagram showing a vehicle model used in a vehicle behavior simulation calculation process performed by a CPU in a driving simulator device according to a specific embodiment of the present invention.

FIG. 16 is a schematic diagram showing the interrelation among a pedal stroke, a pedaling force, a brake fluid pressure, and a braking force.

FIG. 17 is a schematic diagram showing a trajectory of a simulated vehicle at the time of braking in a driving simulator device according to a specific example of the present invention.

FIG. 18 is a schematic diagram showing a time displacement of brake fluid pressure depending on the presence or absence of ABS in the driving simulator according to a specific embodiment of the present invention.

FIG. 19 is a schematic diagram showing a simulation result displayed on a display at the end of the simulation in the driving simulator device according to a specific example of the present invention.

FIG. 20 is a schematic diagram showing a display image on a display from a top view in a driving simulator apparatus according to a specific example of the present invention.

FIG. 21 is a schematic diagram showing an example of a vehicle type of a vehicle in a driving simulator device according to a specific embodiment of the present invention.

FIG. 22 is a schematic diagram showing a configuration in which a plurality of driving simulator devices are provided in a driving simulator device according to a specific embodiment of the present invention.

[Explanation of symbols]

 1 Memory 2 CPU 3 Scenario Setting Device 4 Ignition Key 5 Handle 6 Accelerator 7 Brake Pedal 8 Shift Lever 9 Turn Indicator 10 Side Brake 11 Seat Belt 12 Speaker 13 Display 14 Instrument 15 Base 16 Seat 17 Cover 18 Rearview Mirror 19 Room Mirror 20 caster 21 stopper 24-31 sensor 40 driver 100 driving simulator

Claims (4)

(57) [Claims] 1. A driving that allows a driver to experience the running of a simulated vehicle by displaying a moving image of the environment around the simulated vehicle viewed from the driver's viewpoint of the stationary simulated vehicle in accordance with the driving operation status of the driver. In the simulator device, the running state of the simulated vehicle when braking is applied to the simulated vehicle by depressing a simulated brake pedal, the presence or absence of an anti-lock brake system and the simulated road surface and the simulated wheels on which the simulated vehicle runs. A driving simulator device, which calculates in accordance with a set arbitrary coefficient of friction, and changes the moving image display based on the calculated position and orientation of the simulated vehicle. 2. A driving simulator device for displaying, in real time processing, the motion of a simulated vehicle that simulates on a simulated road surface when an anti-lock brake system is activated during braking in a simulated vehicle simulating a vehicle. An operation of an anti-lock brake system that simulates a running condition of the simulated vehicle in response to an operation by a driver and prevents locking of simulated wheels that simulate wheels of the simulated vehicle during braking is performed on the simulated road surface. A driving simulator device simulating the road surface condition and the vehicle speed, and displaying a simulated environment simulating the environment around the simulated vehicle as a moving image. 3. The operation of the anti-lock brake system is characterized in that a simulated wheel is prevented from being locked by limiting a braking force obtained in accordance with the depression of the simulated brake pedal in accordance with the friction coefficient. The driving simulator device according to claim 1, wherein 4. A simulated operating means which is operated by the operator to create a simulated running situation simulating the running situation of the simulated vehicle, and detects the simulated running situation of the simulated vehicle and the operating situation of the simulated operating means. Detecting means, based on a value detected by the detecting means, a simulated anti-lock brake means for preventing locking of the simulated vehicle of the simulated vehicle according to the road surface condition of the simulated vehicle during braking of the simulated vehicle, A simulated motion calculating means for simulating the motion of the simulated vehicle based on a value detected by the detecting means and an output of the simulated anti-lock brake means; and a moving image of the simulated environment based on an output of the simulated motion calculating means. The driving simulator device according to claim 2, further comprising a simulation display means for displaying.