JP4413165B2 - Bicycle simulation equipment - Google Patents

Description

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

  In order to simulate the driving of airplanes, automobiles, motorcycles, bicycles, etc., simulation apparatuses corresponding to each vehicle have been proposed, and some of them have been put into practical use. Among these, in the bicycle simulation device, the driver performs simulation driving by stroking the pedal while straddling the saddle of the simulation bicycle, and calculates the simulation speed etc. by detecting the rotation of the pedal with a predetermined speed sensor. Processing is done.

  A simulated bicycle used in the bicycle simulation apparatus may be provided with a flywheel in order to give an appropriate load to the rotation of the pedal (see, for example, Patent Document 1).

Japanese Patent Publication No. 6-7873

  The use form of the bicycle simulation device is not limited to stationary use. For example, when it is used in traffic safety classes for children in various places, it is transported by a transport vehicle etc. The car must be transported manually. Considering such applications, the simulated bicycle described in Patent Document 1 is lifted and transported, and in particular, the flywheel provided on the simulated bicycle is heavy and requires labor. .

  The present invention has been made in consideration of such problems, and an object thereof is to provide a bicycle simulation apparatus that can be easily transported.

  The bicycle simulation apparatus according to the present invention is a bicycle simulation apparatus including a simulated bicycle, wherein the simulated bicycle includes a frame, a pair of left and right pedals that a driver rides, and a rotating body that rotates in conjunction with the pedals. A stand that supports a part of the frame with respect to the ground, and a wheel that is not linked to the rotating body and the pedal and is rotatable with respect to the frame, the wheel being in contact with the ground, The frame is supported together with the stand. In this way, the wheel is not linked to the rotating body and the pedal, and comes into contact with the ground, thereby supporting the frame together with the stand during the simulated operation to stand the simulated bicycle. Moreover, even if the rotating body is heavy, it can be easily transported with a light force by pulling up the stand and rolling the wheel during transport.

  In this case, the stand may support the front of the frame, and the wheel may support the rear of the frame. Thereby, the wheel is seen as a rear wheel in an actual bicycle, and a natural appearance is obtained. Thereby, the feeling of resistance of driving the simulated bicycle is reduced. Further, by providing it at a position corresponding to the rear wheel, it is not necessary to steer like the front wheel, and it does not rub against the ground.

  If the rotational axis of the rotating body is located between the rotating shaft of the pedal and the wheel, the rotational axis of the rotating body is light force based on the so-called lever principle even if the rotating body is heavy. You can pull up the stand. Furthermore, when the wheel is at a position corresponding to the rear wheel of the actual vehicle, the rotating body is disposed in a dead space between the rotating shaft of the pedal and the rear wheel, and the layout flexibility of other components is limited. In addition, the flywheel does not interfere with the movement of the foot during pedaling operation during simulated driving.

  If the rotating shaft of the rotating body is provided above the rotating shaft of the wheel, the amount of work required to lift the stand is small.

  According to the bicycle simulation apparatus of the present invention, the wheel is not interlocked with the rotating body and the pedal, and is in contact with the ground, so that the simulated bicycle is erected by supporting the frame together with the stand during the simulation operation. Moreover, even if the rotating body is heavy, it can be easily transported with a light force by pulling up the stand and rolling the wheel during transport.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a bicycle simulation apparatus according to the present invention will be described with reference to FIGS. The bicycle simulation apparatus 10 according to the present embodiment is used in, for example, a traffic safety classroom for children held in various places, and is transported by a transport vehicle or the like each time.

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

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

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

  The front forks 30R and 30L are similar in shape to the front fork of a bicycle (or motorcycle) in appearance, but do not rotate in conjunction with the handle 28 like an actual front fork. There are no front wheels.

  The rear wheel 32 includes a rotatable hub 32d, a plurality of spokes 32b provided substantially radially with respect to the hub 32d, a rim 32c supported by the spokes 32b, and a tire attached to the rim 32c. 32a. The hub 32d, the hub 32d, the spoke 32b, the rim 32c, and the tire 32a are general-purpose types used for an actual bicycle. The rear wheel 32 is a small-diameter type, and is configured to be rotatable with respect to the frame 20 by the action of the hub 32d.

  The rear wheel 32 is apparently the same as the rear wheel in an actual bicycle, but is an independent structure that is not linked to the crankshaft 60 or the flywheel (rotating body) 74, and rotates during the simulated operation. do not do. That is, the rear wheel 32 serves as a rear stand by being grounded to the floor, supports the frame 20 together with the front forks 30R and 30L, and stands the simulated bicycle 12. A controller 46 is fixed between the front forks 30 </ b> R and 30 </ b> L and the pipe 31 via a bracket 33.

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

  The rotation drive mechanism 40 includes a pair of cranks 62L and 62R connected to the left and right of a crank shaft (pedal rotation shaft) 60 provided in the crank tube 20e, and a pedal provided at the tip of the cranks 62L and 62R. 64L and 64R, a front sprocket 66 provided on the crank 62R, a rear sprocket 70 that is rotationally driven from the front sprocket 66 through a chain 68, and a one-way clutch (also called a free hub) 72 from the rear sprocket 70. And an iron flywheel 74 that is rotationally driven through the same. The one-way clutch 72 is provided between the crankshaft 60 and the hub 32d in the front-rear direction, whereby the flywheel 74 is rearward from the center of the simulated bicycle 12, specifically, the seat tube 20f and the rear wheel 32. It is arranged between. The one-way clutch 72 is provided above the hub 32d of the rear wheel 32.

  As will be described later, the flywheel 74 is heavy because it acts as a load during simulated operation, but is stable because it is provided between the front and rear stands (that is, the front forks 30R, 30L and the rear wheel 32). High nature. Further, the position where the flywheel 74 is arranged is a dead space that is not used elsewhere, and the layout flexibility of other components is not limited. Further, the flywheel does not interfere with the movement of the foot during pedaling operation during simulated driving.

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

  As shown in FIGS. 2 and 3, the speed detection mechanism unit 42 includes a wheel rotation detection unit 76 and a crank rotation detection unit 78. The wheel rotation detection unit 76 includes a mounting bracket 80 provided between the seat stay 20b and the chain stay 20c on the right side, and a first speed pickup 82 provided on the mounting bracket 80. The first speed pickup 82 is disposed at a position close to and opposed to the three spokes 74a of the flywheel 74, and when the flywheel 74 rotates, the first speed pickup 82 indicates whether or not the spoke 74a is present. Is supplied to the controller 46.

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

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

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

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

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

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

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

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

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

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

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

  The CPU 172 processes or converts the signals of the electrical components described above and transmits the signals to the main control unit 18 via the first communication unit 174. For example, the CPU 172 obtains the rotational speed N1 of the flywheel 74 and the rotational speed N2 of the crankshaft 60 from the frequencies of the signals supplied from the first speed pickup 82 and the second speed pickup 86, and a predetermined constant for the rotational speed N1. To obtain the simulated traveling speed V and supply it to the main control unit 18.

  The main control unit 18 includes a status setting unit 180 that sets the status of simulated driving, an arithmetic processing unit 182 that performs arithmetic processing according to the traveling status, a display control unit 184 that controls display of the monitor 14, and a speaker 15 Communication control between the acoustic driver 186 that performs acoustic output, a warning unit 188 that gives a predetermined warning to the driver, a voice recognition unit 190 that recognizes voice input from the microphone 52, and the first communication unit 174 A second communication unit 192 that performs the above and a readable / writable storage unit 194.

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

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

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

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

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

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

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

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

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

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

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

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

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

  Next, when transporting such a bicycle simulation apparatus 10 from a use location to a transport vehicle, first, after disconnecting a predetermined connecting wire by a connector portion or the like, as shown in FIG. By separating 31 from the ground, only the tire 32a is in contact with the ground. At this time, since the flywheel 74 is located rearward from the center in the front-rear direction, the distance L1 from the hub 32d of the rear wheel 32 serving as the rotation support shaft is short, and the hub 28 is moved from the handle 28, which is the point of action of the force. The distance L2 up to 32d is sufficiently longer than the distance L1. Accordingly, when the weight of the flywheel 74 is W, the force Wh of the flywheel 74 applied to the handle 28 is Wh = L1 / L2 · W · cos θ, which is lighter than the weight W based on the so-called lever principle. Here, θ is an angle formed by the rotating tangential direction and the vertical line.

  Since the flywheel 74 is a particularly heavy load among the components of the simulated bicycle 12, the center of gravity and the weight of the flywheel 74 are substantially equal to the center of gravity and the weight of the simulated bicycle 12, and the flywheel 74 is balanced with the force Wh. The handle 28 can be lifted with a light force substantially equal to the force Wh.

  Further, as shown in FIG. 8A, the one-way clutch 72, which is the center of gravity of the flywheel 74 at the time of stationary (two-dot chain line portion in FIG. 8A), is disposed above the hub 32d of the rear wheel 32. The moving arc trajectory of the flywheel 74 when the handle 28 is pulled up is a trajectory from the front oblique position to the upper side as viewed from the hub 32d of the rear wheel 32. Accordingly, the upper portion has a substantially horizontal locus, and the height H1 at which the flywheel 74 is lifted is small. On the other hand, as shown in FIG. 8B, when the one-way clutch 72 is disposed below the hub 32d during stationary (two-dot chain line portion in FIG. 8B), the moving arc locus is viewed from the hub 32d. The position is oblique and there is no portion that is substantially horizontal. Therefore, the height H2 at which the flywheel 74 is lifted is large.

  As described above, when the one-way clutch 72 is disposed above the hub 32d, the height H1 at which the flywheel 74 is lifted is smaller than the height H2 when the flywheel 74 is disposed below, and the handle 28 is lifted. The amount of work associated with the increase in potential energy may be small.

  Next, the operator who pulled up the handle 28 rolls the rear wheel 32 while holding the handle 28 or the frame 20 and transports the simulated bicycle 12 to a predetermined transport means such as a transport vehicle. At this time, since the rear wheel 32 rotates smoothly by the action of the hub 32d, even if the flywheel 74 is heavy, it can be transported with a light force, and an operator can be transported alone. Further, the rolling friction is small due to the action of the tire 32a, moderate vibration absorption, and excellent portability.

  After transporting to the transportation means and mounting the simulated bicycle 12, the operator lowers the handle 28 to land the pipe 31 on the loading platform of the transportation means. Further thereafter, the stem 28a may be folded by the folding mechanism 28b as necessary. Needless to say, the simulated bicycle 12 can be easily carried out when the vehicle is lowered from the transportation means, as in the case of carrying it into the transportation means.

  As described above, the simulated bicycle 12 in the bicycle simulation apparatus 10 according to the present embodiment can be easily operated with a light force by rolling the rotatable rear wheel 32 even if the heavy flywheel 74 used for the load is provided. Can be transported. Further, since the center of gravity of the flywheel 74 is provided above the hub 32d of the rear wheel 32, a small amount of work is sufficient when the handle 28 is lifted. Therefore, it is suitably used for applications that are frequently transported for use in traffic safety classrooms for children held in various places.

  Since the rear wheel 32 has an independent configuration that is not interlocked with the flywheel 74 and the pedals 64R, 64L, etc., the rear wheel 32 is not rotated or steered during the simulation operation and can be grounded. Thereby, the frame 20 is supported together with the front forks 30R and 30L and also serves as a rear stand.

  The bicycle simulation apparatus 10 is not provided with a front wheel. However, if the front wheel is provided, the bicycle simulation apparatus 10 is rubbed against the ground because it is steered by the handle 28. If the front wheel is fixed, rubbing against the ground is prevented, but it is not interlocked with the operation of the handle 28 and is unnatural. On the other hand, the rear wheel 32 is not interlocked with the handle 28, does not rub against the ground, has a natural appearance, and is suitable as a rear stand.

  The hub 32d, the tire 32a, and the like constituting the rear wheel 32 are inexpensive because they are general-purpose products used in an actual bicycle, and the appearance is close to that of an actual vehicle, improving the sense of reality. In addition, training such as air pressure check, inflation, tire replacement, and puncture repair for the tire 32a can be performed together.

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

1 is a perspective view of a bicycle simulation apparatus according to the present embodiment. It is a perspective view of the rotation drive mechanism part and its periphery in a simulation bicycle. It is the perspective view which looked at the flywheel and its periphery in a simulation bicycle from diagonally upward. It is a front view of a simulation bicycle. It is a block diagram of the electrical component part of a bicycle simulation apparatus. It is a flowchart of the main routine of the method of performing the simulation driving | operation of a bicycle using a bicycle simulation apparatus. It is a side view of the simulation bicycle in a state where the handle is pulled up. FIG. 8A is a schematic diagram illustrating the moving height of the flywheel when the flywheel is disposed above the rear axle, and FIG. 8B is a diagram illustrating the flywheel disposed below the rear axle. It is a schematic diagram which shows the moving height of the flywheel in the case of being.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Bicycle simulation apparatus 12 ... Simulated bicycle 14 ... Monitor 15 ... Speaker 18 ... Main control part 32 ... Rear wheel (wheel)
32a ... Tire 32d ... Hub 64L, 64R ... Pedal 72 ... One-way clutch 74 ... Flywheel

Claims (4)

In a bicycle simulation apparatus equipped with a simulated bicycle,
The simulated bicycle includes a frame,
A pair of left and right pedals that the driver rides;
A rotating body that rotates in conjunction with the pedal;
A stand for supporting a part of the frame with respect to the ground;
A wheel that is not interlocked with the rotating body and the pedal and is rotatable with respect to the frame;
Have
The bicycle simulation apparatus, wherein the wheel is in contact with the ground and supports the frame together with the stand. The bicycle simulation apparatus according to claim 1,
The stand supports the front of the frame;
The bicycle simulation apparatus, wherein the wheel supports a rear side of the frame. In the bicycle simulation apparatus according to claim 1 or 2,
The bicycle simulation apparatus according to claim 1, wherein the rotational axis of the rotating body is positioned between the rotational axis of the pedal and the wheel. The bicycle simulation apparatus according to claim 1,
The bicycle simulation device according to claim 1, wherein the rotating shaft of the rotating body is provided above the rotating shaft of the wheel.

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