JP3253700B2 - Riding simulation device for motorcycle driving training - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motorcycle riding simulation apparatus, and in a training or the like, uses a simulated motorcycle on which a person can ride to simulate the driving state according to the maneuver to perform a maneuvering operation to a passenger. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motorcycle driving training riding simulation device that allows a user to perform a driving vertical training on a motorcycle.

[0002]

2. Description of the Related Art Hitherto, various simulation apparatuses have been developed which use a simulated motorcycle to allow the occupant to actually experience the running sensation of the motorcycle (for example, U.S. Pat. No. 4,887, U.S. Pat. 967). On the other hand, the present applicant has disclosed in Japanese Patent Application Nos. Hei 2-158939 and Hei 2-158940 a motorcycle having a running feeling such as the behavior of a vehicle body of a running motorcycle closer to an actual one. A riding simulation device is proposed.

[0003]

However, what is disclosed in the above-mentioned U.S. Patent is to merely show a passenger on a two-wheeled vehicle that is mechanically moved a video image showing a running state separately photographed. However, it was not always possible to actually experience the running state of the motorcycle. On the other hand, in what is described in the domestic patent application and the like, the image shown to the passenger and the movement of the simulated motorcycle are related to each other, and accordingly,
It is possible to simulate a passenger in a traveling state closer to actual traveling. However, it was insufficient to train and acquire the ability to predict and predict traffic accidents. In view of the above circumstances, an object of the present invention is to provide a riding simulation device for motorcycle driving training that can train and acquire the ability of predicting and predicting for accident avoidance in training and the like. I do.

[0004]

In order to achieve the above object, according to the present invention, there is provided a simulated motorcycle according to the driving operation of a simulated motorcycle on which a person can ride. Control pitch and roll movement
And, it reflects the image that changes according to the driving operation in front of the occupant, to simulate reproduce actual running feeling
Both means for selecting a specific driving state and the selected
Movement of the simulated motorcycle corresponding to the specific running condition
Control means for controlling the selected specific running
A second control means for controlling an image corresponding to the line state.
In the riding simulation device for driving training of a two-wheeled motorcycle, the low speed driving training is performed as the specific driving state.
Mode in the low-speed driving training mode.
If the traveling speed is accelerated above the specified upper speed limit,
The acceleration is set to zero, and the
Travel speed limiting means for performing simulated running of a simulated motorcycle
Was provided . In the configuration according to the second aspect, a person can board.
The driving operation was performed by a passenger riding a simulated motorcycle.
Therefore, the pitch and roll movements of the simulated motorcycle are controlled.
Control, and display an image that changes according to the driving operation in front of the passenger.
To simulate the real feeling of driving
Means for selecting a specific driving state,
Of the simulated motorcycle corresponding to the specific running condition
First control means for controlling the
Second control means for controlling an image corresponding to the traveling state.
Riding simulation for motorcycle driving training
In the driving device, the high-speed driving
Kneading mode, and in the high-speed driving training mode,
Running of a simulated motorcycle from zero speed at the beginning of simulated running
After the line has started, it will be
After once exceeding the set lower limit speed,
Forced deceleration to zero when trying to simulate under
The simulation of the simulated motorcycle at or above the lower limit speed
The traveling speed limiting means for performing high-speed traveling
Provided . In the configuration according to the third aspect, a simulation in which a person can board
According to the driving operation of the passenger on the motorcycle,
The pitch and roll movements of the simulated motorcycle are controlled and
An image that changes according to the driving operation is projected in front of the passenger.
Out and simulate the real driving feeling ,
Means for selecting a specific driving state, and the selected specific
Controls the movement of the simulated motorcycle according to the running conditions
The first control means to perform and the selected specific traveling state
A second control means for controlling an image corresponding to
Riding simulation equipment for wheelchair driving training
In this case, the simulated motorcycle itself is projected as an image.
Entered a predetermined area on the road
Detection means to detect the presence or absence and detection of entry into the area
The speed of other vehicles that are exported as images when
A means for calculating and controlling based on the running position and the running position is provided .
According to the configuration of the fourth aspect, the traveling speed of the own vehicle is Vm, the distance between the own vehicle position and the collision or approaching position with another vehicle when the vehicle enters the area is L1, and the position of the other vehicle is the collision. Alternatively, when the distance from the expected approaching position is L2, the traveling speed Vc of the other vehicle is further provided with another vehicle speed calculating means for determining the traveling speed Vc by the formula of Vc = (L2 / L1) · Vm. did.

[0005]

According to the structure of the first aspect , not only the actual running state of the motorcycle is simulated but also the running speed is improved.
Is forcibly restricted to within a predetermined maximum speed,
By having the passenger simulate a special maneuvering operation in a low-speed running state, which is a specific running state , an excellent training effect that cannot be obtained by actual running training can be obtained. Further, in the configuration according to the second aspect , the traveling speed
By forcing the speed within the specified lower speed limit.
In other words, by having the passenger simulate a special maneuvering operation in a high-speed driving state, which is a specific driving state , an excellent training effect that cannot be obtained by actual driving training can be obtained. According to the configuration of the third aspect, the approach or collision state between the own vehicle and another vehicle is simulated, so that the driver can have a near-miss experience leading to a so-called accident. Such driving training enables observation of the driving situation before the collision and training of performing the collision avoiding action. Further, in the configuration of claim 4 , the traveling speed of the other vehicle that performs the simulated traveling on the image to collide or approach as described above is uniquely set by a predetermined formula,
Thus, the collision or approaching state can be simulated by relatively simple calculation control.

[0006]

【Example】

[A] Mechanical Configuration of Embodiment FIGS. 1 and 2 show a mechanical configuration of a motorcycle driving training simulation device according to an embodiment of the present invention, where reference numeral 100 denotes a base. , 20
Reference numeral 0 denotes a movable mechanism disposed on the base 100. Reference numeral 300 denotes a simulated motorcycle that imitates an actual motorcycle. The simulated motorcycle 300 has a body frame 30.
2, a handle mechanism 304, a cowling seat (not shown) covering these, and various sensors disposed on the vehicle body frame 302 to detect a driving operation of a passenger.

In order to enhance the sense of presence, roads, buildings,
A display device 400 for projecting trees and the like is arranged to face the base 100, and can reproduce the driving state of the simulated motorcycle 300 by sound and video. The display device 400 includes a video projector 402 that projects an image such as a running scene, and a primary reflecting mirror 40 that reflects an image projected from the video projector 402.
A fourth and secondary reflecting mirror 406, a flat screen 408,
And a Fresnel lens 410. The primary reflecting mirror 404 is arranged at a position where a part of the lower part of the image projected from the video projector 402 can be masked. Through this Fresnel lens 410, it is possible to reproduce an image corresponding to the driving situation. Also, the display device 400 has a right / left R / L
A speaker SP for enhancing the stereo sound effect of the channel, a spotlight L for riding when riding, and a blower fan (not shown) for giving a running feeling to the occupant are respectively provided at predetermined positions. Is provided at the position.

Next, the schematic structure of the movable mechanism 200 will be described. The movable mechanism section 200 is disposed on the simulated motorcycle 300 and moves the simulated motorcycle 300 to pitch movement (in the direction of arrow A shown in FIG. 2) and roll movement based on the output of various sensors that detect the driving operation of the occupant. (In the direction of arrow B shown in FIG. 2). For this reason, the movable mechanism section 200 includes a pitch movable mechanism 202 and a roll movable mechanism 204. The pitch movable mechanism 202 engages with a vehicle body frame 302 constituting the simulated motorcycle 300 and performs a pitch operation by moving the vehicle body frame 302 up and down. Also, the roll movable mechanism 20
4 performs the roll operation by tilting the simulated motorcycle 300 around the roll axis together with the pitch movable mechanism 202. Specifically, the first on the base 100
A support member 206 is provided, and the first support member 206 holds a first motor 208 constituting the roll movable mechanism 204. On the other hand, a rotary drive shaft (not shown) of the first motor 208 holds an arm-shaped second support member 210, and the second support member 210
Hold 12 The rotation drive shaft (not shown) of the second motor 212 is engaged with the hydraulic cylinder 213. A cylinder rod 214 extending upward from the hydraulic cylinder 213 supports the vehicle body frame 302 in a floating state.

On the other hand, the body frame 302 further holds a third motor 306 at its tip, and the third motor 306 has a rotary drive shaft connected to a handle 308. The third motor 306 is a handle-moving motor for giving a reaction force corresponding to the force when the rider operates the handle 308, and thereby can create a feeling of handle operation that is close to actual.

The simulated motorcycle 300 simulates the shape and the like of an actual motorcycle. In addition to the handle 308, a throttle lever 310 and front and rear wheel brakes are provided in order to detect an operation state of a passenger. 312, 314, a clutch lever 316, a gear change transmission 318, a headlight switch 320, a start switch 322, and the like are provided, and various sensors are provided for detecting these operations and a shift in weight of the occupant.

As these sensors, a throttle lever opening sensor 324, a clutch lever sensor 325, a handlebar torque sensor 328, a front brake pressure sensor 330, a rear brake pressure sensor 332, and a gear position sensor 334 are provided.

Accordingly, when the occupant operates, a detection signal is output from a sensor corresponding to the operation and input to the computer, and the image on the display device 400 changes under the control of the computer, thereby causing the first and the second to change. Third motor 208, 212, 306 and hydraulic cylinder 2
13 is energized / deenergized, whereby a behavior that can be experienced as in an actual motorcycle is reproduced.

Next, the display device 400 will be described. Here, the passenger straddling the simulated motorcycle 300 sees the flat screen 408 on which the image is projected from the viewpoint position as shown in FIG. 1 via the Fresnel lens 410. At this time, the flat screen 4
08 and the Fresnel lens 41 inclined with respect to it
Between 0, the lower interval X is set to be larger than the upper interval Y. Thus, by arranging both in an inclined state, even when the distance between the occupant's viewpoint and the flat screen 408 approaches, by passing through the inclined Fresnel lens 410,
The occupant's vision can be focused at a relatively distant position.

Therefore, the passenger can visually recognize the image projected as though it exists in a distant place with a sense of perspective close to the actual one. In addition, since the light scattered from the flat screen 408 is gathered in the sight line direction of the occupant by the Fresnel lens 410, there is also an advantage that the image becomes brighter and clearer.

Further, since the Fresnel lens 410 is arranged obliquely with respect to the flat screen 408, the image is enlarged as it goes down. This means that when the passenger watches the video as if he / she is traveling on the road, he / she feels that the video flows quickly in the enlarged portion. As a result, the sense of vehicle speed is increased, and a simulated traveling experience can be performed with a feeling close to actual vehicle traveling.

Various mechanical configurations of a simulated motorcycle suitable for the present invention have been proposed in addition to those described in the above embodiment.

[B] Overall Operation of the Embodiment Next, the overall operation of the embodiment configured as described above will be described. For example, when acceleration or deceleration is performed by an accelerator operation or a brake operation, the body frame 302 is moved back and forth by the second motor 212, whereby the simulated motorcycle 300 moves back and forth. In this case, the simulated motorcycle 30
When 0 is increased, the occupant is given a feeling of acceleration / deceleration. Further, when the display image reaches the corner and the occupant shifts weight, the simulated motorcycle 300 is tilted in the lateral direction by rotating the rolling shaft (not shown) by the first motor 208. that time,
The hydraulic cylinder 213 is urged as required, and the vehicle body frame 302 moves up in the tilting direction under the extension action of the cylinder rod 214. For this reason, the passenger is caused to temporarily feel the turning feeling at the time of cornering.

[C] Configuration of Display / Control System Next, the configuration of the display / control system used in this embodiment will be described with reference to the block diagrams shown in FIGS.
The display / control system according to the present embodiment is a display control for displaying a visual field image viewed from a driver of a simulated motorcycle (hereinafter, referred to as the own vehicle) to be simulated and controlling the own vehicle based on a driving operation of the driver. The display control unit A includes a unit A and a display control unit B that controls display of the instructor in cooperation with the display control unit A.

The display control unit A receives the information instructing the display of the visual field image viewed by the operator based on the control information from the CPU 10 via the input / output interface 14 and the CPU 10 connected to the CPU 11 via a bus. Red, green, and blue three primary color signals (RG) for displaying images of the front and rear of the vehicle viewed from the driver on the projector 402.
A color image signal generator 16 for transmitting B), an A / D converter 12 for converting an analog operation signal based on the driving operation of the driver into digital data and transmitting the digital data to the CPU 10, C
A D / A converter 20 for converting the own-vehicle traveling speed information output from the PU 10 and the own-vehicle sound information resulting from traveling into an analog signal, an on / off signal operated by a pilot, and a driving end instruction operated by an instructor An input interface 13 for inputting a signal and transmitting corresponding information to the CPU 10; receiving a motor control signal output from the CPU 10;
The servo signal generating interface 22 for outputting a signal for controlling each of the 306 is provided.

After all, the CPU 10 executes the input / output processing, the traveling position of the vehicle based on the signal corresponding to the driving operation of the driver,
Calculation processing of the direction and the attitude of the own vehicle, display control processing, attitude control processing of the own vehicle, control processing of the status of another vehicle, and steering scoring processing are performed.

On the other hand, the analog operation signals input to the A / D converter 12 include a rotation angle signal of the steering wheel 308 (ie, a steering rotation angle signal), a throttle grip rotation position signal, a front brake lever position signal, and a rear brake lever. A position signal and a clutch switching position signal. These signals are, for example, the handle 308 and the clutch lever 31.
6. Detected by a position sensor linked to the front wheel brake 312 and the rear wheel brake 314. Alternatively, these may be detected by a rotary encoder. In this case, the A / D converter 12 may be omitted and the various detection signals may be input to the input interface 13.

The input interface 13 includes a driving mode instruction signal, a start signal of the own vehicle, transmission setting values such as first speed and second speed, and lighting of right and left turn signals.
A turn-off instruction signal and an operation end signal are input. These signals are output from the driving mode instruction switch and the start switch 6.
2. Transmission setting detection switch 60, left and right turn signal switches 58 and 59, front and rear brake operation switches, headlight switch 320, driving instruction switch operated by the instructor, and the like are output.

The color image signal generating device 16 stores a plurality of three-dimensional data corresponding to the image of the front field of view of the driver, that is, the image of the surrounding area in front of the own vehicle in accordance with the driving mode, and reflects it on the rearview mirror. An external storage device that stores a plurality of three-dimensional data corresponding to an image including a traveling state of another vehicle behind the own vehicle in accordance with the traveling mode is provided, and traveling is output from the CPU 10 input through the input / output interface 14. The three-dimensional data is read and processed based on the mode information, and as a result, a corresponding image is displayed on the image display device.

The servo signal generation interface 22 has a C
In response to a control signal from the PU 10, the first to third motors 208, 212, and 306 are drive-controlled to control the attitude of the vehicle, and to control the reaction force when the steering wheel 308 is operated.

On the other hand, the display control unit B receives the pseudo sound control signal via the interface 34 and the CPU 11 connected to the CPU 10 via the bus, and drives the speaker SP to drive around the vehicle which is simulating the vehicle. A pseudo-sound generator 36 for generating a pseudo-sound generated in the above, an NTSC converter 24 for converting the three primary color signal data output from the color image signal generator 16 into an NTSC color video signal, a CPU
11, transmission setting value, own vehicle traveling speed, left and right turn signal blinking instruction signals, front wheel and rear wheel brake operation instruction signals, video signals based on own vehicle traveling speed information, and color output from the NTSC converter 24. The video signal combiner 26 combines the video signal and the video signal. The video signal combiner 26 combines the video signal with a video signal.

The color video signal synthesized by the video signal synthesizer 26 is supplied to the monitor receiver 30. As a result, the image of the field of view seen by the operator is displayed in color. Here, in the screen of the monitor receiver 30,
The speed display section 38 provided in the lower center portion displays the own vehicle traveling speed,
Transmission setting values, left and right turn signal states, and front and rear wheel brake states are displayed. On the other hand, on the left display portion 34 and the right display portion 37 provided on the left and right sides of the speed display portion 38, images reflected on the left and right rearview mirrors are displayed. The color video signals corresponding to the right portion in the color video signal portion which is branched by the video signal branching circuit 28 is supplied to the liquid crystal monitor receiver 29 ₁ provided on the right rear-view mirror position, whereas, in the left portion corresponding color video signal is supplied to the liquid crystal monitor receiver 29 ₂ provided on the left rear-view mirror position, these,
The image behind the vehicle is displayed. The color video signal output from the video signal synthesizer 26 is supplied to the video signal recording device 32, where it is recorded.

The pseudo sound control signal includes a pseudo sound signal corresponding to the speed of the own vehicle, thereby driving the pseudo sound generator 36 to generate a pseudo sound corresponding to the speed of the own vehicle. You may do it. With this configuration, D / A
There is no need to output the vehicle sound information from the conversion device 20.

[D] Operation of Embodiment Next, the operation of this embodiment configured as described above will be described.
This will be described with reference to the flowchart shown in FIG. First, when the program is started, initial settings are made (step SA1), and the various signals are read via the input interface 13 and the system waits until a running mode is designated (S1).
A2). The driving modes include, for example, a general road driving mode, a driving mode in a traffic congestion, and a driving mode in a danger state. Three-dimensional data necessary for generating a field of view corresponding to each driving mode includes color image signal generation. It is stored in an external storage device (for example, a CD-ROM) of the device 16. The designation of the traveling mode is performed by the instructor.

When the travel mode is designated, the three-dimensional data of the field of view corresponding to the travel mode is stored in a random access memory (RAM) in the color image signal generator 16.
Once. Next, the input interface 13
It waits until a read start signal for reading the output from is input (step SA3). When this start signal is input, the output of the A / D converter 12 and the input interface 1
3 is started to read, and various information on the simulated motorcycle read in this way is temporarily stored in the CPU.
Then, it is stored in the storage device in Step 10 (Step SA4).

The steering rotation angle signal, throttle grip rotation position signal, front brake lever position signal and rear brake lever position signal thus read,
The own vehicle position, traveling speed, and traveling direction are calculated based on the clutch position signal (step SA5). The vehicle sound information corresponding to the speed information calculated in this way is read from the storage means and converted into an analog signal,
The left and right speakers SP are driven by the analog signal, and the own vehicle sound is reproduced (step SA6). on the other hand,
The own vehicle traveling speed information corresponding to the calculated speed information is read from the storage means and converted into an analog signal, and the speed signal provided on the own vehicle is driven by the analog signal. As a result, the own vehicle speed is displayed. (Step SA7).

Subsequently, the steering reaction amount and the attitude of the host vehicle (ie, the rolling amount and pitching amount of the host vehicle) are calculated from the various signals read in step SA4 (step SA8). Signals respectively corresponding to the steering reaction amount, the rolling amount, and the pitching amount calculated in this manner are sent to the servo signal generation interface 22 shown in FIG.
6. The driving of the first motor 208 and the second motor 212 is controlled, whereby a reaction force to the steering operation of the own vehicle is given to the simulated motorcycle and the passenger, and the rolling and pitching movements are given to the own vehicle. Is given.

Accordingly, the driver needs the same force as operating in the actual vehicle when operating the steering wheel, so that the operator has substantially the same rolling feeling and pitching feeling as operating in the actual vehicle. Therefore, the wind noise that is substantially the same as when the user is riding in the actual vehicle is heard.

The operator's viewpoint position is calculated based on the calculation results of steps SA5 and SA8 (step SA5).
9) The traveling mode information based on the designated traveling mode and the calculated viewpoint position information are input / output interface 14
Is transmitted to the color image signal generator 16 via the CPU, and as a result, a process corresponding to the viewpoint position information is performed from the three-dimensional data transferred to the RAM of the color image signal generator 16 corresponding to the traveling mode. (Step SA1
1).

In the processing corresponding to the viewpoint position information, for example, the coordinates of the display image are rotated based on the pitching angle and the rolling angle of the own vehicle, and the viewpoint position change based on the traveling speed of the own vehicle is supported. Image generation processing is performed. Next, the color image three primary color signals processed in step SA11 are output to the video projector 402. Here, the signal output to the video projector 402 is, of course, a three primary color signal (step SA12).

The above-mentioned three primary color signals are, for example, signals representing an image obtained by cutting out the central portion of the portion b shown in FIG. 7A (that is, the speed display portion 38 in the monitor receiver 30). In response, an image as shown in FIG. 7A is displayed by the video projector 402. This display image is reflected by the primary reflecting mirror 404 and the secondary reflecting mirror 406, and is projected on a flat screen 408 arranged substantially perpendicular to the operator's line of sight. During this projection, the image of the entire portion b in FIG. 7A (that is, the image of the speed display unit 38 and the images of the left display unit 35 and the right display unit 37) is optically masked.

Accordingly, the flat screen 408 has the structure shown in FIG.
Only the image of part a of (A) is projected. The operator views this image via the Fresnel lens 410.
As described above, since the operator views an image via the Fresnel lens 410, the operator can focus on the eyes far even if the distance between the viewpoint and the flat screen 408 is relatively short. As a result, the driver can see the video scene that is actually taken close by with the same perspective as when the vehicle is running.

Furthermore, since the light scattered in all directions from the plane of the flat screen 408 is gathered in the direction of the operator's line of sight by the Fresnel lens 410, the screen image can be seen more brightly. Since the Fresnel lens 410 is provided in such a state that the lower side of the image is pulled toward the operator, the screen image is enlarged toward the lower side. For this reason, the lower part of the magnified image appears to flow faster, in other words, while the operator's viewpoint is far away, the image in the lower front flows faster than the image in the upper part. You will see the video with a feeling similar to driving.

Further, the image of the area around the front of the vehicle projected on the flat screen 408 (that is, the image that enters the front view of the pilot) is processed as viewed from the pilot's viewpoint.
When the posture of the own vehicle changes, a change such as rotation occurs in the image based on the changed posture, and the surrounding situation can be seen almost in the same manner as when the vehicle is being driven by the actual vehicle. Simultaneously, a pseudo sound is reproduced by the pseudo sound generator 36 based on the pseudo sound control signal output from the CPU 11,
As a result, a pseudo sound corresponding to the driver's traveling mode, that is, a sound around the traveling, is heard.

The color image three primary color signal data output from the color image signal generator 16 is converted to a color video signal by the NTSC converter 24, and
The transmission set value, the left and right turn signal blinking instruction signals, the front wheel and rear wheel brake operation instruction signals output from 1, the video signal based on the own vehicle traveling speed information, and the color video signal converted by the NTSC converter 24 are , Video signal synthesizer 26.
The color video signal synthesized in this way is supplied to the monitor receiver 30, and as a result, the corresponding video is displayed. FIG. 7A shows an example of a display image when the general road driving mode is designated.

Therefore, the monitor receiver 30 displays an image in the operator's field of view on the part a, the part b displays an image including other vehicles reflected on the left and right rearview mirrors, and further displays the speed display unit 38. The display shows the own vehicle speed, the set value of the transmission, the blinking and extinguishing of the left and right turn signals, and the operation state of the brakes of the front and rear wheels. Therefore, the instructor watching the image on the monitor receiver 30 can know the operation status of the operator.

On the other hand, the color video signal converted by the NTSC converter 24 is supplied to a video signal branching circuit 28.
Also supplied to, wherein the signal portion corresponding to the image to be photographed in the rearview mirror from a color video signal is branched, are respectively supplied to the liquid crystal monitor receiver 29 _1, 29 _2. Therefore, the image showing the vehicle rear circumstances reflected in the right and left rearview mirror is displayed on these LCD monitor receiver 29 _1, 29 _2. Here, the LCD monitor receivers 29 ₁ , 2
9 ₂ because it is provided in the position of the rearview mirror of the vehicle, the operator can also see the image of the self-vehicle rear Yuku vary based on the running of the vehicle. This has almost the same effect as seeing the scenery reflected on an actual rearview mirror. The output of the video signal synthesizer 26 is also supplied to the video signal recording device 32 and recorded. Therefore,
The instructor can explain the problem of the steering method while showing the reproduced image to the operator after the end of the steering operation.

Next, after the processing of step SA12 is completed, a steering scoring calculation is performed (step SA13), and thereafter, steps SA4 to SA are performed until an operation end instruction is issued.
Thirteen processes are repeatedly executed. FIG. 7B shows a television receiver 3 in a case where the own vehicle has advanced to the intersection position.
0 shows an example of a display image. Step SA1
In the control scoring calculation in 3, the approach distance between the own vehicle and the other vehicle,
The driver's operation data for a predetermined item such as a brake operation position and a steering operation at an intersection is compared with predetermined reference data, and a scoring calculation is performed based on the comparison result.

After completion of the above-described scoring calculation, it is determined whether or not an operation end instruction has been issued. As a result, the processing of steps SA4 to SA13 is repeatedly executed until the operation instruction is ended (step SA14). . Such repetitive execution processing ends when an operation end instruction is issued.

[E] Straight-Ahead and Curved Travel Control Next, the simulated motorcycle 300 of this embodiment
The computer calculation process in the case where the vehicle simulates running in a curved state will be described with reference to the flowcharts shown in FIGS. First, in the first step SB1 of the flowchart shown in FIG. 8, after setting data relating to various vehicle characteristics of the own vehicle and then starting the simulated traveling, the input / detection of various signals relating to the steering operation is performed. (Step SB2). Thereafter, the computer processing proceeds to Step SB4 via Step SB3. In this step SB4, the vehicle straight-ahead calculation processing is executed,
Here, for example, acceleration / deceleration G, straight-line speed X, pitch angle P, vertical movement Z, engine speed Ne, front wheel speed Nf, and rear wheel speed Nr are calculated. This calculation is
It is executed according to a predetermined program stored in a read-only memory (ROM) (not shown) provided in the CPU 10. Specifically, throttle opening,
Using clutch stroke, gear position, front brake pressure and rear brake pressure as input information,
The characteristic data of the vehicle stored in advance include engine output torque characteristics, brake characteristics, wheel slip ratio, gear reduction ratio, air resistance, wheel rolling resistance, suspension characteristics, vehicle body inertia moment, weight, and vehicle center of gravity position. Used.

After performing the calculation for controlling the straight traveling of the own vehicle as described above,
In step SB5, the vehicle running speed restriction processing is performed. The flowchart of this detailed processing is shown in FIG. 9 and FIG.
0, where FIG. 9 is a flowchart of a process for simulating a low-speed running state, and FIG. 10 is a flowchart of a process for simulating a high-speed running state.

First, in the first step SC1 in FIG.
It is determined whether or not a low-speed training switch (not shown) has been turned on. Here, when the low-speed training switch is turned on, the corresponding flag is set to “1”, and in that case, the process proceeds to step SC2, and the traveling speed V of the own vehicle is set to the predetermined speed limit Vmax (for example, 60 km / h) or more. If the result of the determination is "YES", the flow proceeds to the next step SC3 to determine whether or not the current acceleration G is zero. Here, when the operator of the simulated motorcycle is going to accelerate beyond the speed limit, the determination result of step SC3 is “YES”,
In the next step SC4, the acceleration is forcibly set to zero, and then, in step SC5, an alarm sound is generated to warn the operator that the speed limit is being exceeded. Next, in step SC6, a message to the effect that the speed limit is to be exceeded is displayed on the image via the projector. On the other hand, if the determination result in step SC3 is "NO", that is, if the traveling speed V of the own vehicle has already reached the limit speed Vmax but the vehicle has not been accelerated, an alarm sound is generated. Instead, the process proceeds directly to step SC6, where the message is displayed. In this way, the driver can recognize from the voice and the display message that the driver is about to exceed the speed limit. In addition, when the low-speed training switch is off, or when the own vehicle traveling speed does not exceed the speed limit,
The processing as shown in steps SC5 and SC6 is not performed.

Next, the own-vehicle traveling speed limiting process in the high-speed traveling state will be described with reference to the flowchart shown in FIG. First, in step SD1, it is determined whether or not the own vehicle traveling speed V is higher than the addition speed of the lower limit speed Vmin and the predetermined speed Vo. The judgment result is “YE
If "S", the flag F is set to "1" in step SD2. This flag F is reset to "0" every time the simulation apparatus starts training. Next, in step SD3, whether the high-speed training switch (not shown) is turned on,
It is determined whether the corresponding flag is set to “1”. If the fast training switch is on,
At step SD4, it is determined whether or not the flag F is set to "1". Then, in step SD5, the own vehicle traveling speed V is reduced to a predetermined lower limit speed Vmi.
It is determined whether it is equal to or less than n. When the determination result is “Y
ES ”, in step SD6, the acceleration G
Is smaller than “0”. In other words,
The vehicle running speed V is equal to or lower than a predetermined lower limit speed Vmin,
In addition, it is determined whether or not the operator is going to decelerate. If the determination result is “YES”,
In step SD7, acceleration (in this case, deceleration)
G is forcibly set to zero, and in the next step SD8, an alarm sound is generated, so that the driver is informed that the traveling speed V of the own vehicle is lower than the lower limit speed Vmin and is further reduced. Call attention. Then, step SD
At 9, a message to that effect is displayed on the image via the projector. If it is determined in step SD6 that the acceleration is equal to or greater than zero, the process jumps directly to step SD9, and the message is displayed. Note that the steps SD1, SD3,
When the determination results of SD4 and SD5 are each “NO”,
No alarm sound is generated and no message is displayed in steps SD8 and SD9.

After executing the own vehicle running speed limiting process as described above, the process proceeds to step SB6 shown in FIG. 8, where the own vehicle turning calculation process is executed. Details of this processing are shown in FIG.
As shown in the flowchart of FIG. Step S
In E1 and SE2, in order to execute the vehicle turning calculation processing,
First, the lean torque Te and the steering torque Ts of the simulated motorcycle are detected.

As is well known, a motorcycle uses a weight shift of a passenger to change its running direction. That is, at the same time as the passenger operates the steering wheel, the passenger shifts his / her weight in the direction in which he / she wants to turn and turns (ie, turns). For this reason, in the present simulation device, a lean torque sensor (not shown) for detecting a weight shift is provided as an input of the occupant's operation information, separately from the input by the steering. This sensor is
For example, it is constituted by a load cell, detects a force applied thereto, that is, a shift in weight of the occupant, and outputs an electric signal corresponding to the detection result to the CPU 10 or the like.

Next, the steering input will be described. As the steering input, a steering angle and a steering force of a steering wheel can be considered. In the present device, for example, a steering force detected by a steering wheel torque sensor is used as the steering input, and the steering angle is calculated based on the steering input.

Next, at step SE3, the input value T
e and Ts are smoothed. This smoothing process is performed to remove a noise component included in the sensor detection value. Thereafter, in step SE4, the roll gain table stored in advance is referred to, and the next step SE4 is executed.
5, based on the following equation (1), the roll angle r1 (de
g) is calculated. r1 = Te * GoL + Ts * GoS. . . (1) Further, in the next step SE6, the calculated roll angle r1 is corrected using the own vehicle roll angle correspondence table, and the roll angle r used for the actual roll motion of the simulated motorcycle is obtained. In this way, the roll angle used in the vehicle turning operation is calculated. Although the processing contents are not shown, the coordinates (Xn, Yn) indicating the own vehicle traveling position are also obtained here. This calculation process and the like are described in detail in Japanese Patent Application No. 2-158939.

Next, in step SB7 of FIG. 8, the coordinates (Xn, Yn) are converted into a world coordinate system (Xo, Yo). The world coordinates are coordinates corresponding to the data such as the world map and the scenery stored therein, and the scene is projected as an image by the projector based on the current world coordinates. In the next step SB8, the simulation amount / movable amount for controlling the image and the generation of various audio signals are performed. Then, step SB
In 9, various control signals calculated so far are input, and based on them, the operation of the simulated motorcycle, the control of the display image, and the like are performed.

[F] Processing at Trigger Area Intrusion Next, the processing at the trigger area intrusion will be described with reference to the flowchart shown in FIG. The program of this processing is mainly executed by the CPU 11. First, in step SF1, after initializing various data and various registers set in a storage area, the current program is executed in step SF2. A determination process is performed to determine whether or not the own vehicle has entered a predetermined trigger area based on the own vehicle position data. In the road map in the map data (pre-stored in the CD-ROM or the like) corresponding to the video projected in the present embodiment, several predetermined trigger areas are provided for the purpose of performing danger avoidance training and the like. (See FIG. 13). When the vehicle enters the trigger area on the image, it is programmed in advance to perform the processing described below. Each of the trigger areas is assigned a trigger area number as described later.

If it is determined that the own vehicle has entered the trigger area, the trigger area number where the own vehicle has entered is detected in step SF3.
Processing corresponding to the detected trigger area number is performed. For example, the trigger area No. If n is detected, the process proceeds to the corresponding step SF4, where the calculation of the position of the other vehicle, the determination of whether or not to display the other vehicle on the screen, the control of the displayed traffic signal, the generation of various announcement sounds , As well as storage of scoring information for the driving operation. Thereafter, in step SF5, it is determined whether or not the CPU 10 has issued an instruction to end the simulated running of the own vehicle. Therefore, the above-described processing is repeatedly executed until the simulated traveling end instruction is issued.

Next, with reference to FIG. 13, a description will be given of a danger state effect process between the own vehicle and another vehicle that is automatically executed when the own vehicle enters the trigger area. Here, when it is confirmed that the own vehicle has entered the trigger area, the other vehicle is automatically displayed on the screen at a predetermined position corresponding to the trigger area, and the traveling speed of the other vehicle is calculated. Here, assuming that the distance between the expected collision position and the trigger area in which the own vehicle is entering is L1, the distance between the other vehicle and the expected collision position is L2, and the traveling speed of the own vehicle is Vm, The running speed Vc at which another vehicle collides is given by the following equation (2). Vc = (L2 / L1) · Vm. . . (2) However, when the traveling speed of the own vehicle becomes lower than the lower limit speed VmL, the traveling speed Vc of the other vehicle is forcibly set by the following equation (3). Vc = (L2 / L1) · VmL. . . (3) In this way, even if the own vehicle passes through the trigger area and the course is not changed even if the traveling speed Vm changes, the own vehicle and another vehicle are set to collide with each other on the image. Is done. In this manner, a collision accident or the like is virtually reproduced on the video, and thus, the driver's danger avoidance training can be effectively performed.

The overall processing relating to the virtual reproduction of such a collision accident is as schematically shown in FIG. 14. Here, in step SG1, the own vehicle position is calculated and set as described above.
In step SG2, intrusion into the trigger area is detected. At the same time, the traveling state of the own vehicle (that is, traveling speed, course, etc.) is detected (step SG3). On the other hand, in step SG4, the position of the other vehicle is calculated in accordance with the calculated collision course and speed. In this case, if the driver changes the course of the own vehicle in anticipation of danger, the position of the other vehicle is corrected again based on the changed position so as to collide with the own vehicle (step SG5). In this way, by repeating the process of correcting the position of the other vehicle to the direction in which it should collide in response to the path change of the own vehicle position, the collision between the own vehicle and the other vehicle can be performed unless the own vehicle stops. It can be unavoidable.

Here, the calculation of the position of the other vehicle is generally performed in the processing shown in the flowchart of FIG. That is,
In step SH1, it is determined whether or not the traveling speed Vm of the own vehicle is lower than the lower limit speed VmL. If it is determined that it is lower, in step SH3, the above equation (3) is obtained.
The traveling speed Vc of the other vehicle is determined based on the calculation of
When the traveling speed Vm of the own vehicle is equal to or higher than the lower limit speed VmL, in step SH2, the traveling speed Vc of the other vehicle is determined based on the calculation of the equation (2). Thereafter, in step SH4, the position of the other vehicle is calculated based on the calculated traveling speed Vc of the other vehicle.

As described above, by simulating the danger state between the own vehicle and the other vehicle on the image, a simulated experience such as a collision accident, which cannot be experienced by actual training, can be performed.

[0059]

As described above, the riding simulation apparatus for driving training of a motorcycle according to the present invention includes :
The rider can experience specific driving conditions such as low-speed driving and high-speed driving on the image in a simulated manner, and thus can perform driving training that cannot be experienced by actual driving training. .

[Brief description of the drawings]

FIG. 1 is a diagram showing an arrangement state of a simulated motorcycle and a display device according to an embodiment of the present invention.

FIG. 2 is a diagram showing a mechanical configuration of the simulated motorcycle shown in FIG.

FIG. 3 is a block diagram showing a part of the electrical configuration of the display / control system according to the embodiment.

FIG. 4 is a block diagram showing a part of the electrical configuration of the display / control system according to the embodiment.

FIG. 5 is a block diagram showing a part of the electrical configuration of the display / control system according to the embodiment.

FIG. 6 is a flowchart for explaining the overall operation of the display / control system in the present embodiment.

FIG. 7 is a schematic diagram illustrating an example of a display image according to the present embodiment.

FIG. 8 is a flowchart illustrating a straight-ahead calculation process of the host vehicle in the embodiment.

FIG. 9 is a flowchart showing details of a part of a host vehicle traveling speed limiting process shown in FIG. 8;

FIG. 10 is a flowchart showing details of a part of a host vehicle traveling speed limiting process shown in FIG. 8;

FIG. 11 is a flowchart showing a curve calculating process of the own vehicle in the embodiment.

FIG. 12 is a flowchart illustrating a trigger area intrusion process according to the present embodiment.

FIG. 13 is a schematic view simulating a state of a collision state between the own vehicle and another vehicle.

FIG. 14 is a simplified flowchart showing a collision state generation process between the own vehicle and another vehicle.

FIG. 15 is a flowchart schematically illustrating a calculation process of a collision speed and a position of another vehicle.

[Explanation of symbols]

 10, 11 CPU 16 Color image signal generator 30 Monitor receiver 300 Simulated motorcycle 400 Display device 402 Video projector 408 Flat screen 410 Fresnel lens

──────────────────────────────────────────────────続 き Continuation of front page (58) Fields investigated (Int. Cl. ⁷ , DB name) G09B 9/00-9/56 G06F 17/00 G06T 15/00

Claims (4)

(57) [Claims] 1. A according driving operation of the rider a person aboard the passenger can mimic motorcycle controls the pitch motion and the roll motion of the simulated motorcycle, the rider image that changes according to the driving operation and it reflects on the front, as well as simulate reproduce the actual running feeling, to select the specific driving conditions
Means for selecting and corresponding to the particular driving condition selected.
Control means for controlling the movement of the simulated motorcycle by using
And the video corresponding to the selected specific driving state
In the riding simulation device for driving training of a motorcycle provided with a second control means for controlling , a low-speed running training mode is provided as the specific running state,
Upper limit speed set in advance in the low-speed running training mode
When the traveling speed is accelerated more than
The simulated motorcycle within the upper limit speed as zero
That the running speed limiting means for performing the simulated running of
Riding simulation for driving training of motorcycles
Device. 2. A simulated motorcycle on which a person can ride is mounted.
Of the mock motorcycle according to the driving operation of the passenger
Control the pitch and roll movements, and
The changing image is projected in front of the passenger, and the actual driving
Simulate the feeling and select a specific driving condition.
Means for selecting and corresponding to the particular driving condition selected.
Control means for controlling the movement of the simulated motorcycle by using
And the video corresponding to the selected specific driving state
For driving training of a motorcycle provided with second control means for controlling
In the riding simulation device, a high-speed driving training mode is provided as the specific driving state,
In the high-speed driving training mode,
And the running of the simulated motorcycle started from zero speed
After that, the lower limit speed preset according to the specific running state
After once exceeding the speed, drive simulated at the lower speed or lower.
If you try to force the deceleration to zero, the lower limit
High speed that allows the simulated motorcycle to perform
It is characterized by the provision of traveling speed limiting means for performing high-speed traveling.
Riding simulation for motorcycle driving training
Device. 3. A simulated motorcycle on which a person can ride is boarded.
Of the simulated motorcycle according to the driving operation of the passenger
Pitch and roll movements are controlled to According to the work
The changing image is projected in front of the passenger, and the actual driving
Simulate the feeling and select a specific driving condition.
Means for selecting and corresponding to the particular driving condition selected.
Control means for controlling the movement of the simulated motorcycle
And the video corresponding to the selected specific driving state
For driving training of a motorcycle provided with second control means for controlling
In the riding simulation device, Road where the simulated motorcycle is projected as an image
Check if you have entered a predetermined area on the road
Detection means to exit and when entry into the area is detected
In addition, the traveling speed and traveling position of other vehicles transferred as images
A means for calculating and controlling based on the position.
Riding simulation for motorcycle driving training
Device. 4. The traveling speed of the own vehicle is Vm, the distance between the own vehicle position and the collision or approaching position with another vehicle when the vehicle enters the area is L1, the position of the other vehicle and the collision or approaching is expected. When the distance from the position is L2, the traveling speed Vc of another vehicle
4. The riding simulation apparatus for driving training of a motorcycle according to claim 3, further comprising: another vehicle speed calculation means which is calculated and determined by an equation of Vc = (L2 / L1) .Vm.