Riding simulator and method for reproducing motorcycle behavior

Abstract

To provide a riding simulator that can reproduce rolling motion similar to that of a real vehicle, and a method for reproducing the behavior of a two-wheeled vehicle. [Solution] The riding simulator 1 includes a calculation device 3 that calculates values ​​of a plurality of driving behavior parameters, including at least vehicle speed and roll angle, based on the amount of steering operation on the steering control 21, the amount of accelerator operation on the accelerator control 22, and the amount of braking operation on the brake control 23, 24, and a behavior reproduction device 5 that reproduces the motorcycle driving behavior, including at least rolling, in a manner that can be perceived by the user's sense of balance and at least their visual sense, based on the calculated values ​​of the plurality of driving behavior parameters by the calculation device. The calculation device 3 calculates the value of the reaction force from the tire contact point and calculates the value of the roll angle based on the roll angular acceleration, which is expressed as the sum of a gravity term proportional to the acceleration due to gravity, a centrifugal force term proportional to the square of the vehicle speed, and a reaction force term proportional to the reaction force.

Description

[Technical Field]

[0001] The present invention relates to a riding simulator and a method for reproducing the behavior of a motorcycle. More specifically, the present invention relates to a riding simulator and a method for reproducing the behavior of a motorcycle that reproduces the riding behavior of a motorcycle based on the user's operation of a control panel, and allows the user to experience it. [Background technology]

[0002] In recent years, riding simulators have been proposed to allow users to experience the riding behavior of motorcycles in order to safely enjoy riding motorcycles (see, for example, Patent Document 1).

[0003] In the riding simulator described in Patent Document 1, a housing that simulates a motorcycle that the user straddles and rides is tilted around the roll axis, pitch axis, and yaw axis in response to the user's operation of multiple driving controls. This allows the user to experience the riding behavior of a motorcycle, such as rolling, pitching, and yawing. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2012-177762 [Overview of the project] [Problems that the invention aims to solve]

[0005] By the way, rolling, or the behavior of the vehicle's roll angle during turns, is more pronounced in motorcycles than in four-wheeled vehicles, so a particularly high level of realism is required in riding simulators. However, conventional riding simulators have only considered the centrifugal force and gravity acting on the vehicle during turns when determining the vehicle's roll angle, and therefore have not been able to adequately reproduce rolling.

[0006] An object of the present invention is to provide a riding simulator capable of reproducing rolling similar to that of an actual vehicle and a method for reproducing two-wheeled vehicle behavior.

Means for Solving the Problems

[0007] (1) A riding simulator according to the present invention (for example, the riding simulators 1 and 1A described later) allows a user (for example, the user M described later) to experience two-wheeled vehicle running behavior, and includes a steering operator (for example, the steering operator 21 described later) that receives a steering operation by the user, an accelerator operator (for example, the accelerator operator 22 described later) that receives an accelerator operation by the user, a braking operator (for example, the braking operators 23 and 24 described later) that receives a braking operation by the user, and an arithmetic device (for example, the arithmetic device 3 described later) that calculates values of a plurality of running behavior parameters including at least vehicle speed and roll angle based on a steering operation amount for the steering operator, an accelerator operation amount for the accelerator operator, and a braking operation amount for the braking operator, and a behavior reproduction device (for example, the behavior reproduction devices 5 and 5A described later) that reproduces the two-wheeled vehicle running behavior including at least rolling in a manner recognizable by at least one of the user's sense of balance and vision based on the calculated values of the running behavior parameters by the arithmetic device. The arithmetic device calculates a value of a reaction force from a tire contact point based on the steering operation amount, the accelerator operation amount, and the braking operation amount, and calculates a value of the roll angle based on a value of gravity proportional to the gravitational acceleration, a value of centrifugal force proportional to the square of the vehicle speed, and the value of the reaction force. [[ID=⑨]]

[0008] [[ID=⑩]] (2) In this case, it is preferable that the arithmetic device calculates a value of lateral speed based on the vehicle speed and a front tire cut-in angle, and calculates a value of the roll angle based on the value of gravity, the value of centrifugal force, the value of the reaction force, and the value of the lateral speed. [[ID=⒀]]

[0009] [[ID=⒁]] (3) In this case, the behavior reproduction device includes a simulated two-wheeler housing (e.g., the simulated two-wheeler housing 6 described later) that the user can board, a drive mechanism (e.g., the drive mechanism 7 described later) that supports the simulated two-wheeler housing above a base (e.g., the base P described later) and changes the posture of the simulated two-wheeler housing with respect to the base, and a housing control device (e.g., the housing control device 81 described later) that operates the drive mechanism based on the calculated value of the running behavior parameter by the arithmetic unit. The steering operation element, the accelerator operation element, and the brake operation element are provided on the simulated two-wheeler housing. The drive mechanism includes a roll axis member (e.g., the roll axis member 72 described later) that supports the simulated two-wheeler housing tiltably around the roll axis with respect to the base, and a roll actuator (e.g., the linear actuator 73 described later) that tilts the simulated two-wheeler housing around the roll axis. The housing control device preferably reproduces the rolling by operating the roll actuator based on the calculated value of the roll angle by the arithmetic unit.

[0010] (4) In this case, the behavior reproduction device includes a head-mounted display (e.g., the head-mounted display HD described later) that can be worn on the user's head, and an image generation device (e.g., the running image generation device 84 described later) that generates an image to be displayed on the head-mounted display based on the calculated value of the running behavior parameter by the arithmetic unit. The image generation device preferably generates a rider's perspective image, which is an image viewed from a virtual two-wheeler rider reproduced based on the calculated value of the running behavior parameter.

[0011] (5) The motorcycle behavior reproduction method according to the present invention is a method for allowing a user to experience motorcycle driving behavior, comprising: (A) the step of obtaining the amount of steering operation on the steering control by the user, the amount of accelerator operation on the accelerator control by the user, and the amount of braking operation on the brake control by the user; (B) the step of calculating the values ​​of a plurality of driving behavior parameters, including at least vehicle speed and roll angle, based on the amount of steering operation, the amount of accelerator operation, and the amount of braking operation; and (C) the step of raising based on the calculated values ​​of the driving behavior parameters in step (B). Step (B) comprises the steps of: activating a motion reproduction device to reproduce the motorcycle driving behavior, including at least rolling, in a manner that can be perceived by at least one of the user's senses of balance and vision, wherein step (B) includes the steps of: calculating the value of the reaction force from the tire contact point based on the steering operation amount, the accelerator operation amount, and the braking operation amount; and calculating the value of the roll angle based on the value of gravity proportional to the acceleration due to gravity, the value of the centrifugal force proportional to the square of the vehicle speed, and the value of the reaction force. [Effects of the Invention]

[0012] (1) In the present invention, the calculation device calculates values ​​of several driving behavior parameters, including at least vehicle speed and roll angle, based on the user's steering input, accelerator input, and braking input. The behavior reproduction device reproduces the motorcycle driving behavior, including at least rolling, based on the calculated values ​​of the several driving behavior parameters, in a manner that can be perceived by at least one of the user's senses of balance and vision, allowing the user to experience the motorcycle driving behavior. The calculation device also calculates the value of the reaction force from the tire contact point based on the steering input, accelerator input, and braking input, and further calculates the value of the roll angle, which is important when reproducing rolling, based on the values ​​of gravity, centrifugal force, and reaction force acting on a virtual vehicle body. In this way, the present invention can reproduce rolling that is close to that of a real vehicle by considering the effect of the reaction force from the tire contact point, which was not considered in conventional riding simulators. In particular, according to the present invention, it is possible to reproduce rolling that occurs when highly competitive operations are performed, such as actively operating the accelerator and brake controls during cornering. In other words, while the centrifugal force considered in conventional riding simulators is proportional to the square of the vehicle speed, the reaction force from the tire contact point considered in the present invention is proportional to the driving force and braking force. Therefore, according to the present invention, the response of the roll angle to the operation of the accelerator and brake controls during cornering can be made faster than in conventional riding simulators, thus reproducing the rolling of a motorcycle that is closer to that of a real vehicle and allowing the user to experience it.

[0013] (2) As will be explained later with reference to Figures 5 and 6, when a motorcycle is driven with a steering angle in the front tire, the roll angle is forcibly displaced at a speed approximately proportional to the lateral speed. The calculation unit calculates the value of the lateral speed based on the vehicle speed and the steering angle of the virtual front tire of the vehicle, and further calculates the value of the roll angle based on gravity, centrifugal force, reaction force, and the value of the lateral speed. Thus, according to the present invention, it is possible to consider the forced displacement of the roll angle in accordance with the lateral speed, so that the rolling of a motorcycle close to that of a real vehicle can be reproduced and the user can experience it.

[0014] (3) In the present invention, the housing control device operates a roll actuator based on the calculated value of the roll angle calculated by the computing device, thereby reproducing rolling by tilting the simulated motorcycle housing around the roll axis relative to the base. As a result, the user can experience rolling of a motorcycle close to that of a real vehicle through their sense of balance by operating the steering controls, accelerator controls, and brake controls while riding on the simulated motorcycle housing.

[0015] (4) In the present invention, the image generation device generates a rider's-viewpoint image, which is an image seen from the perspective of a virtual motorcycle rider reproduced based on the calculated values ​​of a plurality of driving behavior parameters calculated by the computing device, and displays it on the head-mounted display. As a result, the user can experience motorcycle driving behavior close to that of a real vehicle through their own vision by operating the steering controls, accelerator controls, and brake controls while wearing the head-mounted display on their head.

[0016] (5) According to the present invention, for the same reasons as the invention described in (1), it is possible to reproduce the rolling motion of a motorcycle that is close to that of a real vehicle and allow the user to experience it. [Brief explanation of the drawing]

[0017] [Figure 1] This figure schematically shows the configuration of a riding simulator according to the first embodiment of the present invention, viewed from the side. [Figure 2] This is a functional block diagram of the riding simulator. [Figure 3] This is a rear view of a motorcycle turning to the rider's right. [Figure 4] This is a view of a motorcycle turning, seen from vertically above. [Figure 5] This is a rear view of a motorcycle turning to the rider's right. [Figure 6] This is a view of a motorcycle turning, seen from vertically above. [Figure 7]This is a functional block diagram of a riding simulator according to a third embodiment of the present invention. [Modes for carrying out the invention]

[0018] <First Embodiment> The riding simulator according to the first embodiment of the present invention and the method for reproducing motorcycle behavior using this riding simulator will be described below with reference to the drawings.

[0019] Figure 1 is a schematic diagram showing the configuration of the riding simulator 1 according to this embodiment, viewed from the side. Figure 2 is a functional block diagram of the riding simulator 1. The riding simulator 1 reproduces the riding behavior of a motorcycle based on the user M's operation of multiple controls that simulate a real vehicle, and allows the user M to experience it.

[0020] The riding simulator 1 includes a steering control 21 that accepts steering input from user M, an accelerator control 22 that accepts accelerator input from user M, two brake control 23 and 24 that accept braking input from user M, a calculation device 3 that calculates values ​​for multiple driving behavior parameters based on the amount of input from these control 21 to 24 by user M, and a behavior reproduction device 5 that reproduces motorcycle driving behavior such as acceleration / deceleration, pitching, rolling, and yawing in a manner that is recognizable to user M, based on the values ​​of multiple driving behavior parameters (hereinafter also referred to as "calculated values") calculated by the calculation device 3.

[0021] The behavior reproduction device 5 comprises a base P installed on a substantially horizontal surface, a simulated motorcycle housing 6 on which a user M can ride in a straddling position, a drive mechanism 7 that supports the simulated motorcycle housing 6 on the upper part of the base P and changes the orientation of the simulated motorcycle housing 6 relative to the base P, a display D provided in a position visible to the user M riding the simulated motorcycle housing 6, a housing control device 81 that operates the drive mechanism 7 based on the calculated values ​​of a plurality of driving behavior parameters, a driving image generation device 82 that generates a driving image to be displayed on the display D based on the calculated values ​​of a plurality of driving behavior parameters, and a driving sound generation device 83 that generates a driving sound to be emitted by a speaker (not shown) provided on the display D based on the calculated values ​​of a plurality of driving behavior parameters.

[0022] The simulated motorcycle chassis 6 comprises a body frame 60, a dummy tank 61 covering the top and sides of the body frame 60, a seat 62, and an under cover 63. As shown in Figure 1, user M can straddle the body frame 60, place their left foot on the left step 64 located at the bottom of the body frame 60, and sit on the seat 62.

[0023] The vehicle frame 60 is supported on the upper part of the base P by a drive mechanism 7 located at its lower part. In Figure 1, a portion of the under cover 63 is cut out to illustrate the configuration of the drive mechanism 7.

[0024] The drive mechanism 7 includes a pitch shaft member 71 that supports the vehicle body frame 60 so as to be tiltable around a pitch shaft extending in the vehicle width direction relative to the base P, a roll shaft member 72 fixed to the pitch shaft member 71 that supports the vehicle body frame 60 so as to be tiltable around a roll shaft extending in the vehicle front-rear direction relative to the base P, and a pair of left and right rod-shaped linear actuators 73 that support the front side of the vehicle body frame 60 at the top of the base P.

[0025] The left and right linear actuators 73 extend and retract vertically in response to command signals from the housing control device 81.

[0026] When the left and right linear actuators 73 are simultaneously extended and retracted in the same direction, the simulated two-wheeled vehicle housing 6 tilts around the pitch axis. Therefore, the housing control device 81 can make the left and right linear actuators 73 function as pitch actuators that reproduce pitching by simultaneously extending and retracting the left and right linear actuators 73 in the same direction, causing the simulated two-wheeled vehicle housing 6 to tilt around the pitch axis (i.e., the extending direction of the pitch axis member 71).

[0027] Furthermore, when the left and right linear actuators 73 are extended and retracted in opposite directions, the simulated two-wheeled vehicle housing 6 tilts around the roll axis. Therefore, the housing control device 81 can extend and retract the left and right linear actuators 73 in opposite directions, thereby causing these left and right linear actuators 73 to function as roll actuators that tilt the simulated two-wheeled vehicle housing 6 around the roll axis (i.e., the extending direction of the roll axis member 72) and reproduce rolling.

[0028] Preferably, the roll axis member 72 is positioned at an angle such that, when viewed from the side of the vehicle, the front of the vehicle is lower and the rear of the vehicle is higher. By positioning the roll axis member 72 downwards at the front in this way, it is possible to simultaneously reproduce the rolling described above and the yawing, which causes the simulated two-wheeled vehicle housing 6 to tilt around the yaw axis extending vertically.

[0029] Furthermore, the steering control 21, accelerator control 22, front brake control 23, and rear brake control 24 are located in positions that can be operated by the user M seated on the seat 62 of the simulated motorcycle housing 6.

[0030] The steering control 21 is a rod-shaped object that simulates a real vehicle and is located on the front side of the dummy tank 61 within the vehicle frame 60. The steering control 21 is pivotally supported on the vehicle frame 60 so as to be rotatable. Handle grips, which simulate a real vehicle, are provided at both the left and right ends of the steering control 21. User M can rotate the steering control 21 by gripping the left and right handle grips with both hands. The amount of movement applied to the steering control 21 by User M is detected as a steering operation by a steering sensor (not shown).

[0031] The accelerator control 22 is located on the right side of the steering control 21. In other words, the accelerator control 22 is a right-hand handle grip that is rotatably mounted relative to the steering control 21. User M can rotate the accelerator control 22 by twisting their wrist while gripping the accelerator control 22 with their right hand. The amount of operation performed by User M on the accelerator control 22 is detected as the accelerator operation amount by a throttle sensor (not shown).

[0032] The front brake lever 23 is a lever-shaped control that simulates a real vehicle and is located on the right side of the steering lever 21. User M can operate the front brake lever 23 by gripping the lever-shaped front brake lever 23 with their right hand and pulling it towards the right handlebar grip. The amount of force applied to the front brake lever 23 by User M is detected as the front brake operation amount by a front brake sensor (not shown).

[0033] The rear brake lever 24 is step-shaped, simulating a real vehicle, and is located on the right side of the lower part of the vehicle frame 60. User M can operate the rear brake lever 24 by pressing it down with their right foot. The amount of force applied to the rear brake lever 24 by User M is detected as the rear brake operation amount by a rear brake sensor (not shown).

[0034] The chassis control device 81 is a computer that operates the left and right linear actuators 73 based on the calculated values ​​of multiple driving behavior parameters calculated by the arithmetic unit 3 by a procedure that will be described later. By operating the left and right linear actuators 73 based on the calculated values ​​of multiple driving behavior parameters, the chassis control device 81 reproduces the motorcycle driving behavior corresponding to these calculated values ​​in the simulated motorcycle chassis 6 on which user M is riding, allowing user M to experience it. As described above, by operating the left and right linear actuators 73 with the chassis control device 81, the posture of the simulated motorcycle chassis 6 on which user M is riding can be changed relative to the base P. User M, riding in the simulated motorcycle chassis 6, can perceive this change in posture of the simulated motorcycle chassis 6 mainly through their sense of balance. Therefore, by operating the left and right linear actuators 73, the chassis control device 81 can reproduce at least three types of motorcycle driving behavior, including pitching, rolling, and yawing, with the simulated motorcycle chassis 6, allowing user M to experience these three types of behavior.

[0035] More specifically, the chassis control device 81 operates the left and right linear actuators 73 based on the calculated value of the roll angle, which is one of several driving behavior parameters, and makes these left and right linear actuators 73 function as roll actuators, thereby reproducing rolling and yawing according to the calculated value of the roll angle using the simulated two-wheeled chassis 6, allowing the user M to experience it. In addition, the chassis control device 81 operates the left and right linear actuators 73 based on the calculated value of the pitch angle, which is one of several driving behavior parameters, and makes these left and right linear actuators 73 function as pitch actuators, thereby reproducing pitching according to the calculated value of the pitch angle using the simulated two-wheeled chassis 6, allowing the user M to experience it.

[0036] The driving image generation device 82 is a computer that generates images corresponding to the calculated values ​​of multiple driving behavior parameters. The driving image generation device 82 generates images corresponding to the calculated values ​​of multiple driving behavior parameters and displays them on the display D, thereby reproducing the motorcycle driving behavior corresponding to these calculated values ​​of driving behavior parameters on the display D and allowing the user M to experience it. More specifically, the driving image generation device 82 generates a rider's viewpoint image reproduced based on the calculated value of vehicle speed, which is one of the multiple driving behavior parameters, and displays it on the display D. Here, the rider's viewpoint image refers to an image of the scenery seen from the perspective of a virtual rider riding a virtual motorcycle reproduced based on the calculated values ​​of multiple driving behavior parameters. As described above, the display D is positioned so that it can be seen by the user M riding in the simulated motorcycle housing 6. Therefore, the user M riding in the simulated motorcycle housing 6 can perceive changes in the rider's viewpoint image displayed on the display D mainly through their own vision. Therefore, the driving image generation device 82 displays a rider's-eye view image on the display D, thereby reproducing at least one of the motorcycle's driving behaviors, including acceleration and deceleration, on the display D and allowing the user M to experience it.

[0037] The driving sound generator 83 is a computer that generates driving sounds according to the calculated values ​​of multiple driving behavior parameters. The driving sound generator 83 generates driving sounds according to the calculated values ​​of multiple driving behavior parameters and emits them through a speaker attached to the display D, thereby reproducing the motorcycle driving behavior according to these calculated values ​​of driving behavior parameters through the speaker and allowing the user M to experience it. More specifically, the driving sound generator 83 generates driving sounds as sounds that a virtual motorcycle rider would hear, reproduced based on the calculated value of vehicle speed, which is one of the multiple driving behavior parameters, and emits them through the speaker. As described above, the speaker is attached to the display D, which is visible to the user M riding in the simulated motorcycle chassis 6. Therefore, the user M riding in the simulated motorcycle chassis 6 can perceive changes in the driving sounds emitted from the speaker mainly through their own hearing. Therefore, the driving sound generator 83 reproduces at least one of the two-wheeled vehicle's driving behaviors, including acceleration and deceleration behavior, by having the speaker emit a driving sound, allowing the user M to experience it.

[0038] The arithmetic unit 3 is a computer that calculates the values ​​of multiple driving behavior parameters that correspond to the inputs to the behavior reproduction device 5. Based on the steering operation amount, accelerator operation amount, front braking operation amount, and rear braking operation amount detected by multiple sensors, the arithmetic unit 3 calculates the values ​​of multiple driving behavior parameters necessary for the behavior reproduction device 5 to reproduce acceleration / deceleration behavior, pitching, rolling, and yawing at predetermined control cycles Δt. The arithmetic unit 3 also inputs the calculated values ​​of the multiple driving behavior parameters to the driving image generation device 82 and the driving sound generation device 83.

[0039] The calculation unit 3 calculates several driving behavior parameters, such as the vehicle speed V necessary to reproduce acceleration and deceleration behavior, the pitch angle δ necessary to reproduce pitching, and the roll angle φ necessary to reproduce rolling and yawing. The procedure for calculating the vehicle speed V, pitch angle δ, and roll angle φ using the calculation unit 3 will be described below in order.

[0040] The vehicle speed V is calculated by the calculation unit 3 using the following procedure. First, the calculation unit 3 obtains the steering input, accelerator input, front braking input, and rear braking input based on the detection values ​​of multiple sensors (not shown). Next, the calculation unit 3 calculates the value of the vehicle speed V by inputting the steering input, accelerator input, front braking input, rear braking input, a predetermined vehicle weight, the weight of user M detected by sensors (not shown), and a predetermined tire radius into a known calculation formula.

[0041] Next, the pitch angle δ is calculated by the calculation unit 3 using the following procedure. First, the calculation unit 3 obtains the steering operation amount, accelerator operation amount, front braking operation amount, and rear braking operation amount based on the detection values ​​of multiple sensors (not shown). Next, the calculation unit 3 calculates the value of the pitch angle δ by inputting the steering operation amount, accelerator operation amount, front braking operation amount, rear braking operation amount, vehicle weight, user M's weight, and predetermined caster angle into a known calculation formula.

[0042] Next, the procedure for calculating the roll angle φ using the calculation unit 3 will be explained with reference to Figures 3 and 4.

[0043] Figure 3 shows a view from behind of a motorcycle turning to the rider's right. Figure 4 shows a motorcycle in a turning position, viewed from vertically above.

[0044] First, the calculation unit 3 obtains the steering input, accelerator input, front braking input, and rear braking input based on the detection values ​​of multiple sensors (not shown). Next, the calculation unit 3 calculates the rear driving force f acting on the contact point of the rear tire according to a known calculation formula, based on the accelerator input and rear braking input. rr_forward The value of is calculated with acceleration being positive and deceleration being negative. Next, the calculation unit 3 calculates the front driving force f acting on the contact point of the front tire according to a known calculation formula based on the amount of front braking operation. ft_forward The value is calculated with acceleration being positive and deceleration being negative.

[0045] Next, the arithmetic unit 3 calculates the driving force f rr_forward ,f ft_forward Based on the value of , the reaction force f acting on the contact point of the front tire during turning is as shown in Figure 4. ft_right The value of is calculated. More specifically, the calculation unit 3 calculates the reaction force f from the front tire contact point based on the following equation (1). ft_right The value of is calculated with the right side being positive. Here, the reaction force f ft_right As shown in Figure 4, this corresponds to the component perpendicular to the direction of travel of the lateral force generated in a direction perpendicular to the direction of the front tire relative to the contact point of the front tire during turning, and is also called cornering force.

number

[0046] Furthermore, “θ´” in equation (1) above corresponds to the steering angle of the front tire, as shown in Figure 4, and is expressed by the following equation (2-1) based on the turning radius R and a predetermined wheelbase l. The turning radius R is the radius in a plan view of the trajectory traced by the front tire of the motorcycle during a turn, as shown in Figures 3 and 4 and the following equation (2-2), and is a function of the steering angle θ of the front tire, the roll angle φ, the wheelbase l, and the caster angle ε of the front tire f. R It is defined as follows. Accordingly, the calculation device 3 calculates the value of the turning radius R by the following equation (2-2) based on the steering angle θ of the front tires, the roll angle φ, the distance between the axles l, and the predetermined caster angle ε, and further calculates the value of the cutting angle θ' by the following equation (2-1) based on the distance between the axles l and the value of the turning radius R. Here, the calculation device 3 calculates the value of the steering angle θ based on the amount of steering input. The turning radius R also depends on the unknown roll angle φ, as shown in the following equation (2-2). Therefore, when the calculation device 3 calculates the value of the turning radius R in the current control cycle, it is preferable to approximate the following equation (2-2) with the known value of the roll angle φ from the previous control cycle.

number

[0047] Next, the arithmetic unit 3 calculates the value of the roll angular acceleration φ defined by the following formula (3-1). In the following formula (3-1), "m" corresponds to the total weight of the user M and the vehicle weight combined. Also, "h" corresponds to the height of the center of gravity as shown in FIG. 3, and a predetermined value is used. "f" in the following formula (3-1) corresponds to the centrifugal force acting on the center of gravity during turning, and its value can be calculated based on the total weight m, the vehicle speed V, and the turning radius R as shown in the following formula (3-2). Also, "I" in the following formula (3-1) corresponds to the moment of inertia around the tire contact point of the entire vehicle including the vehicle body and the user M, and its value can be approximately calculated based on the total weight m, the height of the center of gravity h, and the moment of inertia I around the center of gravity of the entire vehicle determined in advance as shown in the following formula (3-3). As shown in the following formula (3-1), the roll angular acceleration φ is represented by the sum of a gravitational term proportional to the gravitational acceleration g (the first term on the right side of the following formula (3-1)), a centrifugal force term proportional to the square of the vehicle speed V (the second term on the right side of the following formula (3-1)), and a reaction force term proportional to the reaction force f (the third term on the right side of the following formula (3-1)). Also, the roll angular acceleration φ defined by the following formula (3-1) depends on the unknown roll angle φ, similar to the above-mentioned turning radius R. Therefore, when calculating the value of the roll angular acceleration φ in the current control cycle, it is preferable to approximate the roll angle φ value in the previous control cycle, which is known, in the following formula (3-1). AA Next, the arithmetic unit 3 calculates the value of the roll angular acceleration φ defined by the following formula (3-1). In the following formula (3-1), "m" corresponds to the total weight of the user M and the vehicle weight combined. Also, "h" corresponds to the height of the center of gravity as shown in FIG. 3, and a predetermined value is used. "f" in the following formula (3-1) corresponds to the centrifugal force acting on the center of gravity during turning, and its value can be calculated based on the total weight m, the vehicle speed V, and the turning radius R as shown in the following formula (3-2). Also, "I" in the following formula (3-1) corresponds to the moment of inertia around the tire contact point of the entire vehicle including the vehicle body and the user M, and its value can be approximately calculated based on the total weight m, the height of the center of gravity h, and the moment of inertia I around the center of gravity of the entire vehicle determined in advance as shown in the following formula (3-3). As shown in the following formula (3-1), the roll angular acceleration φ is represented by the sum of a gravitational term proportional to the gravitational acceleration g (the first term on the right side of the following formula (3-1)), a centrifugal force term proportional to the square of the vehicle speed V (the second term on the right side of the following formula (3-1)), and a reaction force term proportional to the reaction force f (the third term on the right side of the following formula (3-1)). Also, the roll angular acceleration φ defined by the following formula (3-1) depends on the unknown roll angle φ, similar to the above-mentioned turning radius R. Therefore, when calculating the value of the roll angular acceleration φ in the current control cycle, it is preferable to approximate the roll angle φ value in the previous control cycle, which is known, in the following formula (3-1). centrifugal Next, the arithmetic unit 3 calculates the value of the roll angular acceleration φ defined by the following formula (3-1). In the following formula (3-1), "m" corresponds to the total weight of the user M and the vehicle weight combined. Also, "h" corresponds to the height of the center of gravity as shown in FIG. 3, and a predetermined value is used. "f" in the following formula (3-1) corresponds to the centrifugal force acting on the center of gravity during turning, and its value can be calculated based on the total weight m, the vehicle speed V, and the turning radius R as shown in the following formula (3-2). Also, "I" in the following formula (3-1) corresponds to the moment of inertia around the tire contact point of the entire vehicle including the vehicle body and the user M, and its value can be approximately calculated based on the total weight m, the height of the center of gravity h, and the moment of inertia I around the center of gravity of the entire vehicle determined in advance as shown in the following formula (3-3). As shown in the following formula (3-1), the roll angular acceleration φ is represented by the sum of a gravitational term proportional to the gravitational acceleration g (the first term on the right side of the following formula (3-1)), a centrifugal force term proportional to the square of the vehicle speed V (the second term on the right side of the following formula (3-1)), and a reaction force term proportional to the reaction force f (the third term on the right side of the following formula (3-1)). Also, the roll angular acceleration φ defined by the following formula (3-1) depends on the unknown roll angle φ, similar to the above-mentioned turning radius R. Therefore, when calculating the value of the roll angular acceleration φ in the current control cycle, it is preferable to approximate the roll angle φ value in the previous control cycle, which is known, in the following formula (3-1). G Next, the arithmetic unit 3 calculates the value of the roll angular acceleration φ defined by the following formula (3-1). In the following formula (3-1), "m" corresponds to the total weight of the user M and the vehicle weight combined. Also, "h" corresponds to the height of the center of gravity as shown in FIG. 3, and a predetermined value is used. "f" in the following formula (3-1) corresponds to the centrifugal force acting on the center of gravity during turning, and its value can be calculated based on the total weight m, the vehicle speed V, and the turning radius R as shown in the following formula (3-2). Also, "I" in the following formula (3-1) corresponds to the moment of inertia around the tire contact point of the entire vehicle including the vehicle body and the user M, and its value can be approximately calculated based on the total weight m, the height of the center of gravity h, and the moment of inertia I around the center of gravity of the entire vehicle determined in advance as shown in the following formula (3-3). As shown in the following formula (3-1), the roll angular acceleration φ is represented by the sum of a gravitational term proportional to the gravitational acceleration g (the first term on the right side of the following formula (3-1)), a centrifugal force term proportional to the square of the vehicle speed V (the second term on the right side of the following formula (3-1)), and a reaction force term proportional to the reaction force f (the third term on the right side of the following formula (3-1)). Also, the roll angular acceleration φ defined by the following formula (3-1) depends on the unknown roll angle φ, similar to the above-mentioned turning radius R. Therefore, when calculating the value of the roll angular acceleration φ in the current control cycle, it is preferable to approximate the roll angle φ value in the previous control cycle, which is known, in the following formula (3-1). AA Next, the arithmetic unit 3 calculates the value of the roll angular acceleration φ defined by the following formula (3-1). In the following formula (3-1), "m" corresponds to the total weight of the user M and the vehicle weight combined. Also, "h" corresponds to the height of the center of gravity as shown in FIG. 3, and a predetermined value is used. "f" in the following formula (3-1) corresponds to the centrifugal force acting on the center of gravity during turning, and its value can be calculated based on the total weight m, the vehicle speed V, and the turning radius R as shown in the following formula (3-2). Also, "I" in the following formula (3-1) corresponds to the moment of inertia around the tire contact point of the entire vehicle including the vehicle body and the user M, and its value can be approximately calculated based on the total weight m, the height of the center of gravity h, and the moment of inertia I around the center of gravity of the entire vehicle determined in advance as shown in the following formula (3-3). As shown in the following formula (3-1), the roll angular acceleration φ is represented by the sum of a gravitational term proportional to the gravitational acceleration g (the first term on the right side of the following formula (3-1)), a centrifugal force term proportional to the square of the vehicle speed V (the second term on the right side of the following formula (3-1)), and a reaction force term proportional to the reaction force f (the third term on the right side of the following formula (3-1)). Also, the roll angular acceleration φ defined by the following formula (3-1) depends on the unknown roll angle φ, similar to the above-mentioned turning radius R. Therefore, when calculating the value of the roll angular acceleration φ in the current control cycle, it is preferable to approximate the roll angle φ value in the previous control cycle, which is known, in the following formula (3-1). ft_right Next, the arithmetic unit 3 calculates the value of the roll angular acceleration φ defined by the following formula (3-1). In the following formula (3-1), "m" corresponds to the total weight of the user M and the vehicle weight combined. Also, "h" corresponds to the height of the center of gravity as shown in FIG. 3, and a predetermined value is used. "f" in the following formula (3-1) corresponds to the centrifugal force acting on the center of gravity during turning, and its value can be calculated based on the total weight m, the vehicle speed V, and the turning radius R as shown in the following formula (3-2). Also, "I" in the following formula (3-1) corresponds to the moment of inertia around the tire contact point of the entire vehicle including the vehicle body and the user M, and its value can be approximately calculated based on the total weight m, the height of the center of gravity h, and the moment of inertia I around the center of gravity of the entire vehicle determined in advance as shown in the following formula (3-3). As shown in the following formula (3-1), the roll angular acceleration φ is represented by the sum of a gravitational term proportional to the gravitational acceleration g (the first term on the right side of the following formula (3-1)), a centrifugal force term proportional to the square of the vehicle speed V (the second term on the right side of the following formula (3-1)), and a reaction force term proportional to the reaction force f (the third term on the right side of the following formula (3-1)). Also, the roll angular acceleration φ defined by the following formula (3-1) depends on the unknown roll angle φ, similar to the above-mentioned turning radius R. Therefore, when calculating the value of the roll angular acceleration φ in the current control cycle, it is preferable to approximate the roll angle φ value in the previous control cycle, which is known, in the following formula (3-1). AA Next, the arithmetic unit 3 calculates the value of the roll angular acceleration φ defined by the following formula (3-1). In the following formula (3-1), "m" corresponds to the total weight of the user M and the vehicle weight combined. Also, "h" corresponds to the height of the center of gravity as shown in FIG. 3, and a predetermined value is used. "f" in the following formula (3-1) corresponds to the centrifugal force acting on the center of gravity during turning, and its value can be calculated based on the total weight m, the vehicle speed V, and the turning radius R as shown in the following formula (3-2). Also, "I" in the following formula (3-1) corresponds to the moment of inertia around the tire contact point of the entire vehicle including the vehicle body and the user M, and its value can be approximately calculated based on the total weight m, the height of the center of gravity h, and the moment of inertia I around the center of gravity of the entire vehicle determined in advance as shown in the following formula (3-3). As shown in the following formula (3-1), the roll angular acceleration φ is represented by the sum of a gravitational term proportional to the gravitational acceleration g (the first term on the right side of the following formula (3-1)), a centrifugal force term proportional to the square of the vehicle speed V (the second term on the right side of the following formula (3-1)), and a reaction force term proportional to the reaction force f (the third term on the right side of the following formula (3-1)). Also, the roll angular acceleration φ defined by the following formula (3-1) depends on the unknown roll angle φ, similar to the above-mentioned turning radius R. Therefore, when calculating the value of the roll angular acceleration φ in the current control cycle, it is preferable to approximate the roll angle φ value in the previous control cycle, which is known, in the following formula (3-1). AA Next, when calculating the value of the roll angular acceleration φ in the current control cycle, it is preferable to approximate the roll angle φ value in the previous control cycle, which is known, in the following formula (3-1).

Number

[0048] ​​​​​​​​​

number

[0049] As described above, the computing device 3 receives the value of gravity and the centrifugal force f centrifugal The value of the reaction force f ft_right Based on the value, roll angular acceleration φ AA , roll angular velocity φ AV , and the value of the roll angle φ is calculated. In other words, the calculation unit 3 considers at least three forces, gravity, centrifugal force and reaction force, as forces that change the roll angle φ of the virtual vehicle body, and calculates the roll angular acceleration φ. AA , roll angular velocity φ AV The value of the roll angle φ is calculated. Also, the reaction force f is calculated. ft_right As shown in equation (1) above, the driving force f changes without delay in response to the operation of the accelerator operator 22 and the brake operators 23, 24 by the user M. rr_forward ,f ft_forward It is proportional to the speed V. In contrast, centrifugal force is proportional to the square of the vehicle speed V. For this reason, the responsiveness to the user M's operation of the accelerator control 22 and brake control 23, 24 is higher for the reaction force term than for the centrifugal force term. Therefore, according to this embodiment, the response of the roll angle φ to the operation of the accelerator control 22 and brake control 23, 24 during cornering can be made faster than in conventional riding simulators, thus reproducing the rolling of a motorcycle that is close to that of a real vehicle and allowing the user M to experience it.

[0050] The riding simulator 1 according to this embodiment provides the following effects. (1) The calculation unit 3 calculates values ​​for several driving behavior parameters, including at least vehicle speed V and roll angle φ, based on the steering input, accelerator input, front braking input, and rear braking input performed by user M. The behavior reproduction device 5 reproduces the motorcycle driving behavior, including at least rolling, based on the calculated values ​​of the several driving behavior parameters, in a manner that can be perceived by user M's sense of balance and at least one of their visual senses, allowing user M to experience the motorcycle driving behavior. The calculation unit 3 also calculates the reaction force f from the front tire contact point based on the steering input, accelerator input, and braking input.ft_right The value of is calculated, and further, the value of the roll angle φ, which is important when reproducing rolling, is calculated based on the values ​​of gravity, centrifugal force, and reaction force acting on the virtual vehicle body, as shown in equation (3-1) above. In this way, Riding Simulator 1 does not take into account the reaction force f that was not considered in conventional riding simulators. ft_right By taking the effects of the reaction force f into consideration, it is possible to reproduce rolling that is close to that of a real vehicle. In particular, Riding Simulator 1 can reproduce rolling that occurs when performing highly competitive maneuvers, such as actively operating the accelerator control 22 and brake control 23,24 during turns. That is, while the centrifugal force considered in conventional riding simulators is proportional to the square of the vehicle speed V, the reaction force f considered in Riding Simulator 1 ft_right The driving force f is positive during acceleration and negative during deceleration. rr_forward ,f ft_forward It is proportional to this. Therefore, according to the riding simulator 1, the response of the roll angle φ to the operation of the accelerator control 22 and brake control 23,24 during cornering can be made faster than in conventional riding simulators, so that the rolling of a motorcycle that is close to that of a real vehicle can be reproduced and the user M can experience.

[0051] (2) The housing control device 81 operates the linear actuator 73 based on the calculated value of the roll angle φ calculated by the calculation device 3, thereby reproducing rolling by tilting the simulated motorcycle housing 6 around the roll axis relative to the base P. As a result, the user M can experience rolling of a motorcycle close to that of a real vehicle through their sense of balance by operating the steering controls 21, accelerator controls 22, and brake controls 23, 24 while riding in the simulated motorcycle housing 6.

[0052] In this embodiment, as shown in Figure 2, the computing device 3, the housing control device 81, the driving image generation device 82, and the driving sound generation device 83 have been described as separate computers, but the present invention is not limited to this. Since the functions of the computing device 3, the housing control device 81, the driving image generation device 82, and the driving sound generation device 83 are all realized using a computer, the computing device 3, the housing control device 81, the driving image generation device 82, and the driving sound generation device 83 may be configured by a single computer.

[0053] <Second Embodiment> Next, a riding simulator according to the second embodiment of the present invention will be described with reference to the drawings. In the following description, the same reference numerals are used for components that are the same as those in the riding simulator 1 according to the first embodiment, and detailed descriptions are omitted. The riding simulator according to this embodiment differs from the riding simulator 1 according to the first embodiment in the procedure for calculating the value of the roll angle φ in the calculation device.

[0054] As described above, the calculation unit 3 in the riding simulator according to the first embodiment considers at least three forces, gravity, centrifugal force, and reaction force, as forces that change the roll angle φ of the virtual vehicle body, and calculates the roll angular acceleration φ AA , roll angular velocity φ AV The calculation unit calculates the value of the roll angle φ, in addition to the three forces mentioned above. The calculation unit in the riding simulator according to this embodiment differs from the calculation unit 3 according to the first embodiment in that, in addition to these three forces, it calculates the value of the roll angle φ by considering the forced roll angle displacement that occurs when driving with a cutting angle in the front tire (i.e., a state in which the cutting angle θ' is not 0, which means neutral).

[0055] Next, the procedure for calculating the value of the roll angle φ using the calculation device according to this embodiment will be explained with reference to Figures 5 and 6.

[0056] Figure 5 shows a view from behind of a motorcycle turning to the rider's right. Figure 6 shows a motorcycle in a turning position, viewed from vertically above.

[0057] As shown in Figure 6, when driving with a steering angle in the front tires, the lateral velocity of the front tires is expressed as the product of the vehicle speed V and the sine of the steering angle θ' (sin(θ')). Furthermore, when driving with a steering angle in the front tires in this manner, as shown in Figure 5, the roll angle is forcibly displaced at a speed approximately proportional to the lateral velocity of the front tires. Below, we will explain the procedure for calculating the roll angular velocity and the roll angle φ, taking into account the effect of this forced roll angle displacement corresponding to the front tire steering angle θ'.

[0058] More specifically, the calculation device according to this embodiment uses the basic roll angular acceleration φ defined by the following equation (5). AA_BS The value of φ is calculated. Note that the basic roll angular acceleration φ is defined by the following formula (5). AA_BS In the first embodiment, the roll angular acceleration φ is defined by the above formula (3-1). AA It is the same as the first embodiment. Therefore, the calculation device according to this embodiment follows the same procedure as the calculation device according to the first embodiment for the basic roll angular acceleration φ AA_BS Calculate the value.

number

[0059] Next, the calculation device according to this embodiment calculates the value of the lateral velocity Vsin(θ') of the front tire based on the vehicle speed V and the steering angle θ' of the front tire. The procedure for calculating the vehicle speed V and the steering angle θ' is the same as in the first embodiment, so a detailed explanation is omitted.

[0060] Next, the calculation device according to this embodiment, and the basic roll angular acceleration φ AA_BS And the roll angular velocity φ is based on the lateral velocity Vsin(θ') of the front tires. AV The value of is calculated. More specifically, the calculation unit calculates the basic roll angular acceleration φ as shown in equation (6) below. AA_BSBy combining the basic roll angular velocity obtained by integrating with time (the first term on the right side of equation (6) below) and the corrected roll angular velocity obtained based on the lateral velocity Vsin(θ') of the front tire (the second term on the right side of equation (6) below), the roll angular velocity φ AV Calculate the value.

number

[0061] As shown in Figures 5 and 6, when driving with a steering angle in the front tires, the contact point of the rear tires slides at a speed approximately proportional to the lateral speed of the front tires, and consequently, the roll angular velocity is also thought to change by an amount corresponding to this sliding speed (for example, half the lateral speed Vsin(θ')). Therefore, as shown in equation (6) above, the corrected roll angular velocity corresponding to the lateral speed is added to the basic roll angular velocity to form the roll angular velocity φ AV By calculating the value of , it is possible to consider the effect of the forced roll angle displacement corresponding to the front tire's cutting angle θ'. In equation (6) above, it is assumed that the rear tire's sliding speed is half the front tire's lateral speed, but the present invention is not limited to this.

[0062] Next, the calculation device according to this embodiment calculates the roll angular velocity φ by equation (6) as shown in equation (4-2) above. AV The value of the roll angle φ is calculated by integrating with respect to time. As described above, the calculation device takes the value of gravity and the centrifugal force f centrifugal The value of the front tire contact point and the reaction force f from the front tire contact point. ft_right Based on the value of the basic roll angular acceleration φ AA_BS The basic roll angular acceleration φ is calculated, and the corrected roll angular velocity is calculated based on the value of the lateral velocity Vsin(θ'), and furthermore, the basic roll angular acceleration φ is calculated. AA_BS And the roll angular velocity φ based on the corrected roll angular velocity value AV The value of the roll angle φ is calculated according to the lateral velocity Vsin(θ'). AVBy correcting the roll angle φ, it is possible to consider the forced roll angle displacement corresponding to the lateral speed.

[0063] In addition to the effects described in (1) and (2) above, the riding simulator according to this embodiment provides the following effects.

[0064] (3) The calculation device according to this embodiment calculates the value of the lateral velocity based on the vehicle speed V and the virtual front tire cutting angle θ' of the vehicle body, and further calculates the roll angular velocity φ based on gravity, centrifugal force, reaction force, and the value of the lateral velocity. AV The value of the roll angle φ is calculated. Therefore, according to the riding simulator of this embodiment, it is possible to consider the forced displacement of the roll angle according to the lateral speed, so that the rolling of a motorcycle close to that of a real vehicle can be reproduced and the user can experience it.

[0065] <Third Embodiment> Next, a riding simulator according to a third embodiment of the present invention will be described with reference to the drawings. In the following description, the same reference numerals are used for components that are the same as those in the riding simulator 1 according to the first embodiment, and detailed descriptions are omitted.

[0066] Figure 7 is a functional block diagram of the riding simulator 1A according to this embodiment. The riding simulator 1A differs from the riding simulator 1 according to the first embodiment in the configuration of the behavior reproduction device 5A.

[0067] The behavior reproduction device 5A includes a head-mounted display HD that can be worn on the user's head, a driving image generation device 84 that generates images to be displayed on the head-mounted display HD based on the calculated values ​​of multiple driving behavior parameters by the computing device 3, and a driving sound generation device 85 that generates driving sounds to be emitted by a speaker (not shown) provided on the head-mounted display HD based on the calculated values ​​of multiple driving behavior parameters by the computing device 3.

[0068] The driving image generation device 84 generates images corresponding to the calculated values ​​of multiple driving behavior parameters by the arithmetic unit 3 and displays them on the head-mounted display HD worn by the user. This reproduces the motorcycle driving behavior corresponding to these calculated values ​​of driving behavior parameters on the head-mounted display HD, allowing the user to experience it. More specifically, the driving image generation device 84 generates a rider's viewpoint image as a driving image, which is reproduced based on the calculated values ​​of vehicle speed V, pitch angle δ, and roll angle φ, and displays it on the head-mounted display HD. This rider's viewpoint image refers to an image of the scenery seen from the perspective of a virtual rider riding a virtual motorcycle, which is reproduced based on the calculated values ​​of multiple driving behavior parameters, as described in the first embodiment. More specifically, the driving image generation device 84 generates an image of the scenery seen from the perspective of a rider riding on a vehicle that is translating at vehicle speed V and in a posture characterized by pitch angle δ and roll angle φ, as the rider's viewpoint image. Therefore, when the pitch angle δ or roll angle φ changes, the posture of the virtual rider also changes, and the rider's viewpoint image also changes. More specifically, for example, as the roll angle φ increases, the tilt of the virtual rider's head relative to the virtual road surface also increases, and therefore the tilt of the road surface relative to the horizontal line in the rider's viewpoint image also increases. Thus, the driving image generation device 84 displays the rider's viewpoint image generated based on the calculated values ​​of vehicle speed V, pitch angle δ, and roll angle φ by the arithmetic unit 3 on the head-mounted display HD, allowing the user to experience the motorcycle's driving behavior, including acceleration / deceleration, pitching, and rolling, through their vision.

[0069] The driving sound generator 85 is a computer that generates driving sounds according to the calculated values ​​of multiple driving behavior parameters. The driving sound generator 85 generates driving sounds according to the calculated values ​​of multiple driving behavior parameters and plays them through a speaker installed in the head-mounted display HD, thereby reproducing the motorcycle driving behavior according to these calculated values ​​of driving behavior parameters through the speaker and allowing the user to experience it. More specifically, the driving sound generator 85 generates driving sounds as sounds that a virtual motorcycle rider would hear, reproduced based on the calculated value of vehicle speed, which is one of the multiple driving behavior parameters, and plays them through the speaker. As described above, the speaker is installed in the head-mounted display HD that the user wears on their head. Therefore, the user wearing the head-mounted display HD can perceive changes in the driving sounds played from the speaker mainly through their own hearing. Thus, by playing driving sounds through the speaker, the driving sound generator 85 can reproduce at least one of the motorcycle driving behaviors, including acceleration and deceleration behavior, through the speaker and allow the user to experience it.

[0070] The riding simulator 1A according to this embodiment provides the following effects. (4) The driving image generation device 84 generates a rider's viewpoint image, which is an image seen from the perspective of a virtual motorcycle rider, based on the calculated values ​​of multiple driving behavior parameters calculated by the computing device 3, and displays it on the head-mounted display HD. As a result, user M can experience motorcycle driving behavior close to that of a real vehicle through their own vision by operating the steering controls 21, accelerator controls 22, and brake controls 23, 24 while wearing the head-mounted display HD on their head.

[0071] In this embodiment, as shown in Figure 7, the computing device 3, the driving image generation device 84, and the driving sound generation device 85 are described as separate computers, but the present invention is not limited to this. Since the functions of the computing device 3, the driving image generation device 84, and the driving sound generation device 85 are all realized using a computer, the computing device 3 and the driving image generation device 84 may be configured by a single computer.

[0072] Although one embodiment of the present invention has been described above, the present invention is not limited thereto. Within the scope of the spirit of the present invention, the details of the configuration may be modified as appropriate.

[0073] For example, in the above embodiment, when calculating the roll angle φ in the calculation device 3, the values ​​of parameters such as vehicle weight, axle length, center of gravity height, moment of inertia around the center of gravity of the entire vehicle, and caster angle were described as being predetermined, but the present invention is not limited to this. The values ​​of these multiple parameters necessary to calculate the roll angle φ may be freely set by the user M. The values ​​of these multiple parameters have a significant effect on rolling. Therefore, by freely setting the values ​​of these parameters, the user M can experience the rolling of various vehicle types. [Explanation of Symbols]

[0074] M...User 1,1A…Riding Simulator 21... Steering control 22... Accelerator control 23…Front brake control unit 24... Rear brake control unit 3...Arithmetic device 5.5A...Behavior reproduction device 6... Simulated motorcycle chassis 7…Drive mechanism 71... Pitch axis member 72... Roll shaft member 73…Linear actuator (roll actuator) 81... Enclosure control device 82, 84… Driving image generation device 83, 85... Running sound generation device HD…Head-mounted display

Claims

1. It is a riding simulator that allows users to experience the behavior of riding a motorcycle. A steering control unit that receives steering operations from the user, An accelerator control that receives accelerator operation by the user, A brake operator that receives braking operations from the user, A calculation device that calculates values ​​for a plurality of driving behavior parameters, including at least vehicle speed and roll angle, based on the steering operation amount for the steering control, the accelerator operation amount for the accelerator control, and the braking operation amount for the brake control; The system includes a behavior reproduction device that reproduces the motorcycle's driving behavior, including at least rolling, in a manner that can be perceived by the user's sense of balance and at least one of their visual senses, based on the calculated values ​​of the driving behavior parameters by the aforementioned computing device. The aforementioned computing device is Based on the steering input, the accelerator input, and the braking input, the value of the reaction force from the tire contact point is calculated. A riding simulator characterized by calculating the roll angle value based on a value of gravity proportional to the acceleration due to gravity, a value of centrifugal force proportional to the square of the vehicle speed, and a value of the reaction force.

2. The aforementioned computing device is Based on the aforementioned vehicle speed and front tire steering angle, the lateral speed value is calculated. The riding simulator according to claim 1, characterized in that the value of the roll angle is calculated based on the value of gravity, the value of centrifugal force, the value of reaction force, and the value of lateral velocity.

3. The behavior reproduction device, The aforementioned simulated motorcycle chassis on which the user can ride, A drive mechanism that supports the simulated motorcycle housing on the upper part of the base and changes the orientation of the simulated motorcycle housing relative to the base, The system includes a housing control device that operates the drive mechanism based on the calculated values ​​of the driving behavior parameters by the aforementioned computing device, The steering control, the accelerator control, and the braking control are provided in the simulated motorcycle housing. The drive mechanism comprises a roll axis member that supports the simulated two-wheel housing so as to be tiltable with respect to the base, and a roll actuator that tilts the simulated two-wheel housing around the roll axis. The riding simulator according to claim 1 or 2, characterized in that the housing control device reproduces the rolling by operating the roll actuator based on the calculated value of the roll angle by the calculation device.

4. The behavior reproduction device, A head-mounted display that can be worn on the user's head, The system includes an image generating device that generates an image to be displayed on the head-mounted display based on the calculated values ​​of the driving behavior parameters by the aforementioned computing device, The riding simulator according to claim 1 or 2, characterized in that the image generation device generates a rider's viewpoint image, which is an image seen from the perspective of a virtual motorcycle rider reproduced based on the calculated values ​​of the driving behavior parameters.

5. A method for reproducing motorcycle behavior that allows users to experience the behavior of riding a motorcycle, (A) A step of obtaining the amount of steering operation performed by the user on the steering control, the amount of accelerator operation performed by the user on the accelerator control, and the amount of braking operation performed by the user on the brake control, (B) A step of calculating values ​​for a plurality of driving behavior parameters, including at least vehicle speed and roll angle, based on the steering operation amount, the accelerator operation amount, and the braking operation amount, (C) The step of operating a behavior reproduction device based on the calculated values ​​of the driving behavior parameters in step (B), thereby reproducing the motorcycle driving behavior, including at least rolling, in a manner that can be perceived by at least one of the user's senses of balance and vision, Step (B) is, A step of calculating the value of the reaction force from the tire contact point based on the steering operation amount, the accelerator operation amount, and the braking operation amount, A method for reproducing the behavior of a two-wheeled vehicle, characterized by including the step of calculating the value of the roll angle based on a value of gravity proportional to the acceleration due to gravity, a value of centrifugal force proportional to the square of the vehicle speed, and a value of the reaction force.

Images