JP4997094B2 - Riding simulator - Google Patents

Description

  The present invention relates to a riding simulator such as a motorcycle or a bicycle that controls the posture of a simulated vehicle body by an actuator.

  Riding simulators are known that operate an actuator in accordance with a driver's steering wheel movement or weight shift to control the posture of a simulated vehicle body (for example, Patent Document 1, Patent Document 2, and Patent Document 3). In conventional riding simulators, the posture of the simulated vehicle body is basically urged so that it is always upright by an actuator, and the urging direction and urging force are adjusted according to the driver's weight shift and virtual lateral acceleration. is doing.

JP-A-6-51695 JP-A-4-281491 JP 2001-92344 A

  By the way, an actual two-wheeled vehicle can stably hold an upright state by a gyro effect due to rotation of a wheel during traveling. In the conventional riding simulator, such an effect is realized by controlling the actuator. On the other hand, an actual two-wheeled vehicle has no gyro effect at the time of stopping, and thus can tilt freely in the lateral direction. However, in the conventional riding simulator, the actuator operates regardless of whether the vehicle is traveling or stopped. For this reason, in the conventional riding simulator, the behavior of the simulated vehicle body at the time of stopping or the like is different from that of the actual vehicle body.

  The present invention has been made in consideration of the above problems, and an object of the present invention is to provide a riding simulator capable of bringing the behavior of a simulated vehicle body closer to the actual vehicle body.

The riding simulator according to the present invention includes a simulated vehicle body that is rotatably connected to a base via a roll shaft member, an actuator that rotates the simulated vehicle body, and an action of a restricting unit. actuator and a connection mechanism for the simulated body connection and disconnection, the connection mechanism, when the virtual speed of the simulated vehicle set by said control means is indicative of the stop of the simulated vehicle, the actuator The roll rotation of the simulated vehicle body is permitted regardless of the operation .

  According to the present invention, the actuator and the simulated vehicle body can be connected and disconnected according to the virtual vehicle speed of the simulated vehicle body. For this reason, if the gyro effect does not occur in an actual motorcycle such as when the simulated vehicle is stopped, the simulated vehicle can be tilted in the same manner as in an actual motorcycle. Therefore, the behavior of the simulated vehicle body can be brought close to the actual vehicle body.

  In the above, it is preferable to provide a roll rotation amount limiting mechanism for limiting the roll rotation amount of the simulated vehicle body when the connection mechanism is disconnected. Thereby, it can prevent that a simulation vehicle body tilts excessively.

  Further, the roll rotation amount of the simulated vehicle body may be variable. Thereby, for example, in a riding simulator capable of adjusting the seat height of the simulated vehicle body, the roll rotation amount of the simulated vehicle body can be changed according to the seat height. As a result, the driver can step more smoothly.

  Furthermore, the connection mechanism may include a one-way mechanism that restricts the roll rotation direction of the simulated vehicle body in one direction and a release mechanism that releases the restriction of the roll rotation direction by the one-way mechanism. As a result, the actuator and the simulated vehicle body can be smoothly switched from the disconnected state to the connected state. That is, by using a one-way mechanism, movement in the direction in which both are connected is allowed, and movement in a direction in which both are separated is restricted. As a result, it is quick and easy to return from the disconnected state to the connected state, such as after the simulated vehicle body starts running.

  The connection mechanism may include an electromagnetic clutch that connects and disconnects the actuator and the simulated vehicle body. The connection mechanism is provided on one side of the actuator side or the simulated vehicle body side, and the slider urged by an elastic body is provided on the other side of the actuator side or the simulated vehicle body side so that the slider is fitted. It can also be set as a structure provided with a fitting part.

  You may further have a damper which suppresses the speed of the roll rotation of the said simulation vehicle body with respect to the said base. Thereby, it is possible to prevent the speed of the roll rotation of the simulated vehicle body from increasing, and to make the driver's feet easier.

  Furthermore, when the simulation is not performed, the connection mechanism is preferably configured to be able to switch connection and disconnection of the simulated vehicle body with respect to the base by an external operation. This makes it possible to fix or roll the simulated vehicle body at the time of maintenance of the riding simulator or when the power is stopped, thereby facilitating work on the simulated vehicle body or storage of the simulated vehicle body.

  Furthermore, it is preferable that the riding simulator further includes a side stand that holds the simulated vehicle body. Thereby, the driver | operator can learn operation of the side stand at the time of a stop.

  According to the present invention, the actuator and the simulated vehicle body can be connected and disconnected according to the virtual vehicle speed of the simulated vehicle body. For this reason, if the gyro effect does not occur in an actual motorcycle such as when the simulated vehicle is stopped, the simulated vehicle can be tilted in the same manner as in an actual motorcycle. Therefore, the behavior of the simulated vehicle body can be brought close to the actual vehicle body.

  Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 and FIG. 2 show the appearance of a part of a motorcycle riding simulator 10 (hereinafter also referred to as “riding simulator 10” or “simulator 10”) according to the first embodiment of the present invention. .

  The simulator 10 is disposed above the base 12, the simulated vehicle body 16 on which the driver 14 rides, and between the base 12 and the simulated vehicle body 16, and changes the posture of the simulated vehicle body 16. An actuator unit 20 that applies or applies an urging force, a control unit 21 that controls the actuator unit 20, and the like, and the simulated vehicle body 16 is rotated about the roll axis X and the pitch axis Y with respect to the base 12 and the actuator unit 20. And a support mechanism 30 that supports the pivotable rotation, the connection mechanism 40 that selectively connects or disconnects the actuator unit 20 and the support mechanism 30, and restricts the roll rotation of the simulated vehicle body 16 relative to the base 12, and a damper. 50. Furthermore, the simulator 10 includes a monitor 58 and a speaker 59.

  The actuator unit 20 includes a roll motor 22 as an actuator, a first speed reducer 24, a pitch motor 26, and a second speed reducer 28. If necessary, a mechanism for driving the simulated vehicle body 16 around the yaw axis may be provided.

  The roll motor 22 is fixedly disposed on the base 12 and generates a roll rotation driving force around the roll axis X in accordance with the lean torque [N · m] detected by the lean torque sensor 52. This roll rotation driving force is transmitted from the roll motor 22 to the first speed reducer 24. The first reduction gear 24 is, for example, a cyclo reduction gear, and is fixedly disposed on the base 12. The first speed reducer 24 shifts the roll rotation driving force from the roll motor 22 and transmits it to the connection mechanism 40 from the output shaft 24a.

  As shown in FIG. 3, the connection mechanism 40 is connected and fixed to the base side mechanism 60 that is connected and fixed to the output shaft 24 a of the first speed reducer 24, and the roll shaft member 32 of the support mechanism 30. 60 and a simulated vehicle body mechanism 70 that is selectively connected and disconnected, and selectively transmits the roll rotation driving force from the first speed reducer 24 to the roll shaft member 32. For example, when the virtual vehicle speed of the simulated vehicle body 16 is other than zero [km / hour] (or 5 [km / hour] or more), the actuator unit 20 (roll motor 22) and the roll shaft member 32 are connected and simulated. When the virtual vehicle speed of the vehicle body 16 is zero [km / hour] (or less than 5 [km / hour]), the actuator unit 20 (roll motor 22) and the roll shaft member 32 are separated. The connection and disconnection selection method will be described later.

  The virtual vehicle speed is calculated by the control unit 21 based on an accelerator operation, a brake operation, an inertia weight based on the virtual weight of the vehicle, and the like. The moving speed on the monitor 58 and the engine sound from the speaker 59 are adjusted based on the virtual vehicle speed. The obtained virtual vehicle speed is displayed on the monitor 58 or the meter panel 54.

  As shown in FIG. 1, the support mechanism 30 includes a roll shaft member 32 and two first bearings 34. The roll shaft member 32 is connected and fixed to the simulated vehicle body 16 and is supported by two first bearings 34 connected and fixed to the base 12 side so as to be able to rotate the roll. And rolls together around the roll axis X.

  The pitch motor 26 (FIG. 2) of the actuator unit 20 includes a virtual acceleration [km / hour / second] calculated by an acceleration calculation means (not shown) in the control unit 21, and a virtual vehicle speed [km] calculated by a vehicle speed calculation means (not shown). / Hour] or the like, a pitch rotation driving force about the pitch axis Y is generated. This pitch rotation driving force is transmitted from the pitch motor 26 to the second speed reducer 28. The second speed reducer 28 is, for example, a cyclo speed reducer, and shifts and transmits the pitch rotation driving force from the pitch motor 26 to the pitch shaft member 36 of the support mechanism 30. The pitch shaft member 36 is supported by the second bearing 38 of the support mechanism 30 so as to freely rotate the pitch, and the simulated vehicle body 16 rotates about the pitch axis Y as the pitch shaft member 36 rotates. . The pitch motor 26, the second speed reducer 28, the pitch shaft member 36, and the second bearing 38 are all fixedly disposed on the simulated vehicle body 16 side. That is, these components rotate in accordance with the roll rotation of the roll shaft member 32 (the roll rotation of the simulated vehicle body 16).

  The damper 50 is disposed on one side of the simulated vehicle body 16 between the base 12 and the simulated vehicle body 16 to prevent the roll rotation speed of the simulated vehicle body 16 from increasing. The damper 50 may be omitted depending on the setting conditions.

  FIG. 3 schematically shows the connection mechanism 40 when the virtual vehicle speed of the simulated vehicle body 16 is other than zero [km / hour] (during traveling). FIG. 4 simply shows the connection mechanism 40 when the virtual vehicle speed of the simulated vehicle body 16 is zero (during stop).

  The base side mechanism 60 of the connection mechanism 40 includes a disk member 62 that is connected and fixed to the output shaft 24 a of the first reduction gear 24. The simulated vehicle body side mechanism 70 of the connection mechanism 40 is supported by a connecting member 72 having a shaft portion 74 and swingable on the shaft portion 74, and can be engaged with the disk member 62 by using a convex portion 78. A swinging member 76, a drive mechanism 80 that is fixed to a housing (not shown) of the connection mechanism 40 and drives the swinging member 76, and a stopper 88 that is fixed to the housing (not shown) of the connection mechanism 40 are provided. The disc member 62 is formed with a concave portion 64 that engages with the convex portion 78 of the swing member 76 and a substantially arc-shaped stopper accommodating notch portion 66 that accommodates the stopper 88 (hereinafter also referred to as “notched portion 66”). Has been. The drive mechanism 80 can advance and retract the arm member 86 via the gear mechanism 84 under the action of the motor 82.

  In FIG. 3, the convex portion 78 of the swing member 76 is engaged with the concave portion 64 of the disk member 62 under the action of the drive mechanism 80. For this reason, the output shaft 24 a of the first reduction gear 24 is connected and fixed to the swing member 76 and the connecting member 72 via the disk member 62. As a result, the roll rotation driving force of the output shaft 24 a is transmitted to the simulated vehicle body 16 via the swing member 76, the connecting member 72 and the roll shaft member 32. Here, the connecting member 72 and the drive mechanism 80 of the simulated vehicle body mechanism 70 are fixed to a housing (not shown) of the connection mechanism 40, and each configuration of the base mechanism 60 and the simulated vehicle body mechanism 70 of the connection mechanism 40. The element rolls together with the output shaft 24a of the first speed reducer 24.

  In FIG. 4, the swing member 76 is pulled away from the disk member 62 under the action of the drive mechanism 80, and the convex portion 78 of the swing member 76 is not fitted with the concave portion 64 of the disk member 62. For this reason, the output shaft 24a of the first speed reducer 24 is connected only to the disk member 62 and is not connected to the swing member 76 and the connecting member 72. As a result, the simulated vehicle body 16 is disconnected from the roll motor 22 and can be rotated around the roll axis X (roll shaft member 32) by changing the posture of the driver 14 or the weight of the simulated vehicle body 16 itself. become. However, the stopper 88 is housed in the stopper housing notch 66 of the disk member 62. For this reason, the stopper 88 can move only within the stopper accommodating notch 66, and the amount by which the simulated vehicle body 16 can be rotated with respect to the first reduction gear 24 (base 12) is also limited.

  In this embodiment, the base side mechanism 60 and the simulated vehicle body side mechanism 70 are selected by the disk member 62 (concave portion 64), the connecting member 72 (shaft 74), the swing member 76 (convex portion 78), and the drive mechanism 80. The selective connection mechanism 90 is configured to connect or disconnect (selectively transmit the roll rotation driving force from the first speed reducer 24 to the roll shaft member 32). The stopper 88 and the stopper accommodating notch 66 of the disk member 62 constitute a roll rotation amount limiting mechanism 92 that limits the roll rotation amount of the simulated vehicle body 16 relative to the base 12.

  The meter panel 54 (FIG. 1) of the simulated vehicle body 16 operates the drive mechanism 80 even when the simulation is not performed in the simulator 10, so that the convex portion 78 of the swing member 76 and the disk member 62 are A changeover switch 56 is provided to allow the recess 64 to be freely engaged. For example, when the changeover switch 56 is moved to a first predetermined position and the driver 14 or the like adjusts the inclination of the simulated vehicle body 16, the convex portion 78 and the concave portion 64 can be engaged. Thereby, even if the driver 14 or the like tries to tilt the simulated vehicle body 16, the simulated vehicle body 16 does not move. Further, by moving the changeover switch 56 to the second predetermined position, the engagement state of the convex portion 78 and the concave portion 64 is canceled under the action of the drive mechanism 80.

  As described above, in the riding simulator 10 according to this embodiment, by using the connection mechanism 40, the roll motor 22 and the simulated vehicle body 16 can be connected and disconnected according to the virtual vehicle speed of the simulated vehicle body 16. For this reason, when the simulated vehicle body 16 is stopped or the like, and the gyro effect is not generated if the vehicle is an actual motorcycle, the simulated vehicle body 16 can be tilted in the same manner as the actual motorcycle as shown in FIG. . Therefore, the behavior of the simulated vehicle body 16 can be brought close to the actual vehicle body.

  In the present embodiment, since the roll rotation amount limiting mechanism 92 including the stopper 88 and the stopper accommodating notch portion 66 of the disk member 62 exists, the roll rotation amount of the simulated vehicle body 16 is limited when the connection mechanism 40 is separated. . Thereby, it can prevent that the simulation vehicle body 16 inclines too much.

  In the present embodiment, a damper 50 is disposed between the base 12 and the simulated vehicle body 16 on one side of the simulated vehicle body 16. Thereby, it can prevent that the speed of roll rotation of the simulation vehicle body 16 becomes high, and a driver | operator's foot can be made easy.

  Further, when the simulation is not performed, the connection mechanism 40 operates the changeover switch 56 to connect the simulated vehicle body 16 to the base 12 (first predetermined position of the changeover switch 56) and to disconnect (the first changeover switch 56). 2 predetermined positions) can be switched. This makes it possible to fix or roll the simulated vehicle body 16 during maintenance of the riding simulator 10 or when the power is stopped, and to facilitate work on the simulated vehicle body 16 and storage of the simulated vehicle body 16.

  FIG. 6 shows a connection mechanism 40a that is a first modification of the connection mechanism 40 of the above embodiment. The connection mechanism 40 a has a selective connection mechanism 90 a different from the selective connection mechanism 90 of the connection mechanism 40. The selective connection mechanism 90a includes an electromagnetic solenoid 100 that is fixed to a housing (not shown) of the connection mechanism 40a and that is coupled and fixed to the roll shaft member 32 via the housing. The electromagnetic solenoid 100 includes a main body portion 102 in which a coil is accommodated, and a slide pin 104 that can be moved forward and backward with respect to the main body portion 102. A spring 108 is disposed between the flange 106 of the slide pin 104 and the main body 102, and biases the slide pin 104 in a direction away from the main body 102. The slide pin 104 of the electromagnetic solenoid 100 has a convex portion 109 formed at the tip thereof. The convex portion 109 engages with a concave portion 64a formed in the disk member 62a. Thereby, the base side mechanism 60a (disk member 62a) and the simulated vehicle body side mechanism 70a (electromagnetic solenoid 100) are selectively connected or disconnected (the roll rotation driving force from the first speed reducer 24 is applied to the roll shaft member). 32). The connection mechanism 40 a is also formed with a roll rotation amount limiting mechanism 92 similar to the connection mechanism 40.

  FIG. 7 shows a connection mechanism 40b that is a second modification of the connection mechanism 40 of the above embodiment. The connection mechanism 40b moves the position of the electromagnetic solenoid 100 in FIG. 6 from the plane parallel to the roll axis X (right side in FIG. 6) on the disc member 62b (right side in FIG. 7). ) Has been changed. In the connection mechanism 40b, the convex portion 109 of the slide pin 104 is fitted with the concave portion 64b of the disk member 62b. In the case of FIG. 7 as well, the electromagnetic solenoid 100 is fixed to a housing (not shown) of the connection mechanism 40b, and is connected and fixed to the roll shaft member 32 via the housing. The selective connection mechanism 90b is combined with the disk member 62b. Is configured. Thereby, the base side mechanism 60b (disk member 62b) and the simulated vehicle body side mechanism 70b (electromagnetic solenoid 100) are selectively connected or disconnected (the roll rotation driving force from the first speed reducer 24 is applied to the roll shaft member). 32).

  FIG. 8 shows a connection mechanism 40 c that is a third modification of the connection mechanism 40. The connection mechanism 40c includes a roll rotation amount limiting mechanism 92 similar to that in FIG. 3, a one-way mechanism 110 that restricts the roll rotation direction of the simulated vehicle body 16 relative to the base 12 in one direction, and the selective connection mechanism 90 in FIG. And a selective connection mechanism 90c as a modification.

  The one-way mechanism 110 is connected and fixed to the disk member 62c on one surface, and is connected to the gear-like member 68 of the selective connection mechanism 90c on the other surface, and a housing (not shown) of the connection mechanism 40c. An annular member 114 fixed to the body, and three pressing members 116 disposed in the annular member 114, each having a ball 118, a pressing portion 120, and a spring 122 (see FIG. 9) are provided. The second disk member 112 is pressed by the pressing member 116 at an angle inclined with respect to the tangent (in the direction of arrow A in FIG. 9).

  As shown in FIG. 9, the spring 122 of the pressing member 116 presses the ball 118 in the direction of arrow A against the second disk member 112. As a result, the rotation of the second disk member 112 in the direction indicated by arrow B in FIG. 9 is restricted, and the second disk member 112 can be rotated in the direction indicated by arrow C. Accordingly, the roll rotation direction of the simulated vehicle body 16 also becomes one direction, and the roll motor 22 and the simulated vehicle body 16 can be smoothly switched from the disconnected state to the connected state. That is, by using the one-way mechanism 110, the movement in the direction in which both are connected is allowed, and the movement in the direction in which both are separated is restricted. As a result, it is quick and easy to return from the disconnected state to the connected state after the simulated vehicle body 16 starts running. The release of the restriction by the one-way mechanism 110 is commanded by a method such as pressing a predetermined button provided on the meter panel 54 (FIG. 1) or restarting the simulator 10. In response to this command, the restriction by the one-way mechanism 110 is released by retracting the pressing portion 120 of the pressing member 116 from the second disk member 112 by a driving mechanism (not shown).

  The selective connection mechanism 90 c includes a gear-shaped member 68, a connecting member 72, a swing member 76, and a drive mechanism 80. The connecting member 72, the swinging member 76, and the drive mechanism 80 are the same as those in FIG. In the gear-shaped member 68, concave portions 64c similar to the concave portions 64 of the disk member 62 in FIG. 3 are arranged at equal intervals in the circumferential direction. Each concave portion 64 c can be engaged with the convex portion 78 of the swing member 76.

  In the connection mechanism 40c, the roll rotation direction of the simulated vehicle body 16 is restricted to one direction by the one-way mechanism 110 as necessary. Therefore, as described above, the connection is performed from the state where the roll motor 22 and the simulated vehicle body 16 are separated. You can smoothly switch to the state.

  FIG. 10 shows a roll rotation amount limiting mechanism 92a which is a first modification of the roll rotation amount limiting mechanism 92 of FIG. The roll rotation amount limiting mechanism 92 a can change the roll rotation amount of the simulated vehicle body 16 with respect to the base 12. This roll rotation amount limiting mechanism 92a has two disk members 62d, and each disk member 62d is formed with a stopper accommodating notch 66a, and each stopper accommodating notch 66a accommodates the same stopper 88. is doing. Each disk member 62d can be rotated by a drive mechanism (not shown). Using this drive mechanism, the movable range of the stopper 88 can be changed by relatively moving the position of the stopper accommodating notch 66a in the two disk members 62d. As a result, the roll rotation amount of the simulated vehicle body 16 can be changed.

  FIG. 11 shows a roll rotation amount limiting mechanism 92b that is a second modification of the roll rotation amount limiting mechanism 92 of FIG. The roll rotation amount limiting mechanism 92b includes a single disk member 62e in which two stopper accommodating notches 66b and 66c having different sizes are formed. The disk member 62e is connected and fixed to the output shaft 24a of the first speed reducer 24 on one surface, and is connected and fixed to, for example, the second disk member 112 of the one-way mechanism 110 in FIG. 8 on the other surface. Two stoppers 88 can be selectively put in and out of the stopper housing notches 66b and 66c of the disk member 62e by a driving mechanism (not shown). Therefore, it is possible to select the movable range of the stopper 88 by switching between using one stopper accommodating notch 66b or using the other stopper accommodating notch 66c. The amount of roll rotation can be changed.

  FIG. 12 shows a connection mechanism 40 d that is a fourth modification of the connection mechanism 40. The connection mechanism 40 d includes a roll rotation amount limiting mechanism 92 similar to that shown in FIG. 8 and the like, and includes an electromagnetic clutch 124 instead of the selective connection mechanism 90 of the connection mechanism 40. That is, the input side of the electromagnetic clutch 124 is connected and fixed to the disk member 62 a, and the output side is connected and fixed to the roll shaft member 32. When the clutch is engaged in the electromagnetic clutch 124, the roll rotation driving force from the output shaft 24a of the first speed reducer 24 is transmitted to the roll shaft member 32, and when the clutch is not connected, the roll rotation driving force is the roll. It is not transmitted to the shaft member 32. In other words, the simulated vehicle body 16 can be rotated with respect to the base 12 without being driven by the actuator unit 20.

  In the riding simulator 10 of the above embodiment, the actuator unit 20 (the roll motor 22 and the first reduction gear 24) is arranged coaxially with the support mechanism 30 (the roll shaft member 32 and the first bearing 34). . For example, a configuration such as a riding simulator 10A (hereinafter also referred to as “simulator 10A”) shown in FIG. 13 is possible. The basic configuration of the simulator 10A is the same as that described in Patent Document 3. That is, the two first bearings 34 are fixedly disposed on the base 12a, and the first bearing 34 supports the roll shaft member 32a so as to be rotatable. A pitch shaft member 36a is connected and fixed to the roll shaft member 32a, and the pitch shaft member 36a is supported by two second bearings 38 so as to be able to rotate the pitch. The second bearing 38 is connected and fixed to the simulated vehicle body 16a. Therefore, the simulated vehicle body 16a is connected to the base 12a so that the roll and the pitch can be rotated, with the roll shaft member 32a (roll axis X) and the pitch shaft member 36a (pitch axis Y) as the center. The roll shaft member 32a, the first bearing 34, the pitch shaft member 36a, and the second bearing 38 constitute a support mechanism 30a.

  The base 12a and the simulated vehicle body 16a are also connected to the two linear actuators 130. Each linear actuator 130 includes a fixed member 132 and a movable member 134 that is movable with respect to the fixed member 132. The lower end of each fixing member 132 is connected to the base 12 a via the universal joint 136. Further, the upper end of each movable member 134 is connected to the bracket 140 via a universal joint 138. The bracket 140 is coupled to a connection mechanism 40e similar to the connection mechanism 40 of FIG. 3 disposed in the simulated vehicle body 16a, for example. The connection mechanism 40e may be provided in the bracket 140.

  With the above configuration, the posture of the simulated vehicle body 16 can be changed by moving the movable member 134 relative to the fixed member 132. For example, if the two movable members 134 move in the same direction, the simulated vehicle body 16 performs a pitch operation with respect to the base 12, and if one movable member 134 moves in the opposite direction to the other movable member 134, the simulation is performed. The vehicle body 16 performs a roll operation with respect to the base 12.

  In the simulator 10A, the linear actuator 130 (base 12a) and the simulated vehicle body 16a can be selectively connected or disconnected by the connection mechanism 40e. When the linear motion actuator 130 and the simulated vehicle body 16a are not connected, the simulated vehicle body 16a is not supported from the bracket 140 side, but is supported only from the support mechanism 30a (roll shaft member 32a) side. In this case, the simulated vehicle body 16a rotates around the roll axis X (the roll shaft member 32a) due to a change in the driver's posture and the weight of the simulated vehicle body 16a itself, even if the driving force from the linear actuator 130 is not applied. To be able to move. Therefore, the same effect as the simulator 10 of FIG. 1 can be obtained.

  In the simulator 10A, the roll shaft X (roll shaft member 32) and the connecting shaft of the connecting mechanism 40e (the shaft connecting the bracket 140 and the simulated vehicle body 16a) are not coaxial. For this reason, it is preferable that the member corresponding to the disk member 62 in FIG.

  Further, in the simulator 10A of FIG. 13, the first bearing 34 is connected and fixed to the base 12a side, and the roll shaft member 32a is connected and fixed to the simulated vehicle body 16a side. Conversely, the first bearing 34 is connected to the simulated vehicle body 16a side. The roll shaft member 32a may be connected and fixed to the base 12a side.

  Although FIG. 1 and FIG. 13 show the bases 12 and 12a as being fixed, the bases 12 and 12a may be movable with respect to another base.

  In the above embodiment, the motorcycle riding simulators 10 and 10A have been described. However, the present invention can be applied to another vehicle riding simulator. For example, the present invention can also be applied to a bicycle riding simulator and a unicycle riding simulator.

  A configuration in which the roll rotation amount is varied according to the roll rotation direction of the simulated vehicle bodies 16 and 16a is also possible.

  As shown in FIG. 14, it is also possible to provide a side stand 150 on the simulated vehicle body 16a of FIG. Since the simulated vehicle body 16a can tilt when stopped, the driver can learn how to handle the side stand 150.

  In the above embodiment, when the virtual vehicle speed of the simulated vehicle body 16 becomes zero (when the simulated vehicle body 16 stops), the roll rotation of the simulated vehicle body 16 with respect to the base 12 is permitted regardless of the operation of the actuator unit 20. However, the virtual vehicle speed permitting the roll rotation may not be zero, and may be set in a vehicle speed region where there is substantially no gyro effect.

  In addition to the virtual vehicle speed or instead of the virtual vehicle speed, a contact sensor (such as a mat with a foot) is disposed on the side scaffold of the simulated vehicle body 16, and the simulated vehicle body with respect to the base 12 is detected when the contact sensor detects contact. Sixteen roll rotations may be permitted. FIG. 15 shows a configuration in which a mat 160 with a foot provided with a contact sensor is provided in the riding simulator 10A of FIG.

  The present invention is not limited to the above-described configuration, and it is needless to say that various configurations can be adopted based on the description in this specification.

1 is a partial side view of a motorcycle riding simulator according to an embodiment of the present invention. It is a partial rear view of the lower part of the riding simulator of FIG. It is explanatory drawing which shows simply the connection mechanism in the said embodiment when a simulation vehicle body is a driving | running | working state. It is explanatory drawing which shows simply the connection mechanism in the said embodiment when a simulation vehicle body is a halt condition. It is explanatory drawing which shows a mode that the simulation vehicle body tilts when the simulation vehicle body is a stop state. It is explanatory drawing which shows the 1st modification of the connection mechanism of FIG. 4 simply. It is explanatory drawing which shows the 2nd modification of the connection mechanism of FIG. 4 simply. It is explanatory drawing which shows the 3rd modification of the connection mechanism of FIG. 4 simply. It is a partially expanded explanatory view of the connection mechanism of FIG. It is explanatory drawing which shows simply the 1st modification of the roll rotation amount limiting mechanism in the connection mechanism of FIG. It is explanatory drawing which shows the 2nd modification of the roll rotation amount restriction | limiting mechanism in the connection mechanism of FIG. 8 simply. It is explanatory drawing which shows the 4th modification of the connection mechanism of FIG. 4 simply. It is a figure which shows the modification of the riding simulator of FIG. It is a figure which shows the structure which provided the side stand in the simulation vehicle body of the riding simulator of FIG. It is a figure which shows the structure which provided the mat with a leg in the riding simulator of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10, 10A ... Riding simulator 12, 12a ... Base 14 ... Driver 16, 16a ... Simulated vehicle body 20, 130 ... Actuator 21 ... Control part (control means) 22 ... Roll motor 24 ... First reduction gear 26 ... Pitch motor 28 2nd reduction gear 32, 32a ... Roll shaft member 34 ... 1st bearing 36, 36a ... Pitch shaft member 38 ... 2nd bearing 40, 40a-40e ... Connection mechanism 50 ... Damper 56 ... Changeover switch 92, 92a, 92b ... Roll rotation amount limiting mechanism 104 ... Slide pin (slider) 110 ... One-way mechanism 124 ... Electromagnetic clutch 150 ... Side stand X ... Roll axis Y ... Pitch axis

Claims (9)

A simulated vehicle body (16, 16a) connected to the base (12, 12a) via a roll shaft member (32, 32a) so as to be rotatable.
An actuator (20, 130) for rotating the simulated vehicle body (16, 16a);
A connection mechanism (40, 40a to 40e) for connecting and disconnecting the actuator (20, 130) and the simulated vehicle body (16, 16a) under the action of the control means (21),
In the connection mechanism (40, 40a to 40e), when the virtual vehicle speed of the simulated vehicle body (16, 16a) set by the control means (21) indicates that the simulated vehicle body (16, 16a) is stopped. A riding simulator (10, 10A) characterized by permitting roll rotation of the simulated vehicle body (16, 16a) regardless of the operation of the actuator (20, 130). The riding simulator (10, 10A) according to claim 1,
A riding simulator comprising a roll rotation amount limiting mechanism (92, 92a, 92b) that limits the roll rotation amount of the simulated vehicle body (16, 16a) when the connection mechanism (40, 40a to 40e) is disconnected. (10, 10A). The riding simulator (10, 10A) according to claim 2,
A riding simulator (10, 10A), wherein the amount of roll rotation of the simulated vehicle body (16, 16a) is variable. In the riding simulator (10, 10A) according to any one of claims 1 to 3,
The connection mechanism (40, 40a to 40e)
A one-way mechanism (110) that regulates the roll rotation direction of the simulated vehicle body (16, 16a) in one direction;
A riding simulator (10, 10A), comprising: a release mechanism that releases a restriction on a roll rotation direction by the one-way mechanism (110). In the riding simulator (10, 10A) according to any one of claims 1 to 3 ,
The connecting mechanism (40, 40a to 40e) includes an electromagnetic clutch (124) for connecting and disconnecting the actuator (20, 130) and the simulated vehicle body (16, 16a). 10A). In the riding simulator (10, 10A) according to any one of claims 1 to 3 ,
The connection mechanism (40, 40a to 40e) is provided on one of the actuator (20, 130) side or the simulated vehicle body (16, 16a) side and is urged by an elastic body (108). And a fitting portion (64a) that is provided on the other side of the actuator (20, 130) side or the simulated vehicle body (16, 16a) side and into which the slider (104) is fitted. (10, 10A). In the riding simulator (10, 10A) according to any one of claims 1 to 6,
A riding simulator (10, 10A), further comprising a damper (50) for suppressing the speed of roll rotation of the simulated vehicle body (16, 16a) relative to the base (12, 12a). In the riding simulator (10, 10A) according to any one of claims 1 to 7,
When the simulation is not performed, the connection mechanism (40, 40a to 40e) can switch between connection and disconnection of the simulated vehicle body (16, 16a) to the base (12, 12a) by an external operation. A riding simulator (10, 10A) characterized by being configured as follows. In the riding simulator (10, 10A) according to any one of claims 1 to 8,
A riding simulator (10, 10A) further comprising a side stand (150) for holding the simulated vehicle body (16, 16a).

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