Helmets and motorcycle safety driving systems

Abstract

The present invention provides a helmet and a motorcycle safe driving system that are capable of controlling the on / off of a safety device control unit. [Solution] The device comprises a cap part 1 that covers the head, a safety device that is attached to the cap part 1 or an accessory of the cap part 1 to ensure safety, a human body communication electrode 4 for human body communication that is performed via the body of the person wearing the cap part 1, a human body communication unit 5 that receives at least a signal via the human body communication electrode 4, and a safety device control unit 6 that controls the safety device based on the content information of the signal received via the human body communication unit 5.

Description

[Technical field]

[0001] The present invention relates to a helmet and a motorcycle safe driving system. [Background technology]

[0002] The first thing that comes to mind when thinking of safety measures for motorcycle riding is helmets. With the enforcement of the revised Road Traffic Act, wearing helmets has become a voluntary obligation for cyclists, and wearing a helmet is now required for a wide range of motorcycle riding, including motorbikes. Although wearing a helmet while riding a bicycle has become a voluntary obligation, it still takes some effort to put it on. Also, if the chin strap is not fastened securely and locked, the risk of falling or having an accident increases. Furthermore, because putting on a helmet, which was not mandatory, was very troublesome, there were problems such as people just holding it but not actually wearing it, or not wearing it correctly.

[0003] The second issue regarding safety measures for motorcycle riding is the issue of headlights. Particularly in the case of bicycles, there are many accidents caused by riding without lights when it gets dark, such as in the evening. Another issue is that the height of motorcycle lights is limited to a certain level, making them difficult to notice.

[0004] Patent Document 1 discloses a technology that uses radio waves between a motorcycle and a helmet (see, for example, FIG. 1). Specifically, wearing a helmet is mandatory when riding a motorcycle, and this helmet is required to meet certain standards for protecting the rider's head. Therefore, this technology compares an identification signal on the helmet with an identification signal stored in the vehicle to determine whether or not to allow the engine to start.

[0005] The first invention of Patent Document 2 comprises an engine that generates driving force for a two-wheeled vehicle, protective equipment such as a helmet to be worn by a driver riding in a vehicle body holding the engine, electric field generating means that is built into the protective equipment and applies an electric field to the body of the driver wearing the protective equipment, electric field detecting means that is built into the vehicle body and detects the electric field applied to the driver's body, and control means that starts the engine only when the engine is stopped and the electric field detecting means detects an electric field generated by the electric field generating means.

[0006] The electric field detection means in the invention described in Patent Document 2 is built into the vehicle body and detects the electric field applied to the driver's body. The control means starts the engine only when the electric field detection means detects an electric field generated by the electric field generation means while the engine is stopped, that is, only when a driver wearing protective gear touches the vehicle body. As a result, even if a driver not wearing protective gear touches the vehicle body, the electric field generation means does not generate an electric field, so the engine does not start. Also, even if the driver wears protective gear, if the driver does not touch the vehicle body, the electric field detection means does not detect an electric field, so the engine does not start.

[0007] The second invention described in Patent Document 2 has the same configuration as the first invention, except that the electric field generating means has a first memory means for storing a unique identification signal, while the control means has a second memory means for storing an identification signal identical to the unique identification signal, and the electric field generating means modulates the unique identification signal to apply an electric field to the driver's body, and the control means starts the engine when the electric field detection means detects and demodulates the electric field generated by the electric field generating means to obtain an identification signal identical to the identification signal stored in the second memory means.

[0008] According to the second invention disclosed in Patent Document 2, in addition to the function of the first invention, the protective equipment itself becomes an authentication key, and the control means collates the received identification signal with a stored identification signal, and starts the engine if it determines that the received identification signal is a legitimate identification signal, so that the engine can be started without a key. In addition, there is no risk of losing a dedicated metal key, improving the convenience of the driver.

[0009] The third invention disclosed in Patent Document 2 is configured such that, in the configurations of the first and second inventions, the protective equipment has a switch for the electric field generating means to apply an electric field to the driver's body. According to this third invention, in addition to the effects of the first and second inventions, the electric field generating means applies an electric field to the driver's body when the switch is turned on, which makes it possible to reduce the power consumption of the electric field generating means compared to when an electric field is constantly applied to the driver's body.

[0010] Patent Document 3 discloses a motor control device having a highly convenient electric lock function while maintaining theft prevention effects, an electric lock mechanism, and an electric vehicle with an electric lock mechanism. In this invention, a motor control device for an electric power assisted bicycle assists the propulsion or running of the electric power assisted bicycle. The control device used includes a receiving unit capable of receiving communication signals that can be transmitted and received via human body communication from multiple signal receiving units, and a control unit that detects the reception of the communication signal and generates and outputs a drive signal for the motor. The control unit controls the rotation of the motor in response to the detection of the reception of the communication signal.

[0011] Patent Document 4 discloses a wearable terminal device that can reduce the frequency of power supply maintenance. This device includes a wearable unit worn by a user, a wearable communication unit that performs human body communication via the user and a contact terminal device that comes into contact with the user, a wearable storage unit that stores authentication information used by the contact terminal device to authenticate the user, a wearable control unit that controls the human body communication by the wearable communication unit and transmits the authentication information to the contact terminal device by human body communication, and an environmental power generation unit that generates at least a part of the power used for the human body communication by using energy in the environment.

[0012] As described above, in the invention of Patent Document 4, the energy harvesting unit included in the contact terminal device generates the power required for human body communication in the contact terminal device. Therefore, compared to a configuration in which the contact terminal device does not include an energy harvesting unit, there is no need to replace or charge the power supply required for the contact terminal device, and the frequency of power supply maintenance can be reduced.

[0013] Patent Document 5 discloses a method for detecting or sensing whether or not a wearable item such as a uniform, helmet, or gloves is worn on the body without erroneous judgment or malfunction, and a safety system to which this method is applied. In this invention, a transmitter and a receiver using the body as a communication path are provided on the wearable item such as a uniform or helmet, and when the wearable item is worn on the body properly, the transmitter and receiver communicate with each other through the body, and it is detected based on the reception state of the receiver that the wearable item is not worn on the body or is not worn properly. [Prior art documents] [Patent documents]

[0014] [Patent Document 1] JP 2006-76424 A [Patent Document 2] JP 2010-278943 A [Patent Document 3] JP 2018-157381 A [Patent Document 4] JP 2015-97342 A [Patent Document 5] JP 2009-191420 A Summary of the Invention [Problem to be solved by the invention]

[0015] As described above, there are systems that detect whether certain requirements, such as whether a safety device is being worn, are met, but there are no helmets that can control the on / off of a safety device control unit. In addition, there are no motorcycle safety driving systems that use helmets as described above.

[0016] The present invention has been made in consideration of the current state of conventional helmets in which the on / off of a helmet safety device control unit can be controlled as described above, and motorcycle safety driving systems using such helmets, and its object is to provide a helmet and motorcycle safety driving system in which the on / off of a safety device control unit can be controlled. [Means for solving the problem]

[0017] The helmet according to the embodiment of the present invention comprises a cap portion for covering a head, A chin strap that extends from the Attached to said A chin strap attachment device for fixing the chin strap in the attached state a human body communication electrode for human body communication performed through the human body of a person wearing the cap; a human body communication unit that receives at least a signal through the human body communication electrode; and a human body communication unit that receives a signal based on content information of the signal received through the human body communication unit. Controlling the locking and unlocking of the chin strap attachment device and a safety device control unit.

[0023] The motorcycle safety driving system according to the embodiment of the present invention includes a transmission control unit that controls the human body communication unit to transmit a signal indicating the state of the chin strap, which is determined by whether the chin strap attachment device is locked or unlocked. Claim 1 the motorcycle-side human body communication electrode for human body communication; a motorcycle-side human body communication unit that performs human body communication via the motorcycle-side human body communication electrode; a brake lock mechanism that locks the wheels of the motorcycle in an unrotatable state; and brake lock mechanism control means that controls the brake lock mechanism based on information on locking and unlocking of the chin strap attachment device obtained via the motorcycle-side human body communication unit to make the wheels of the motorcycle rotatable / unrotatable.

[0024] The motorcycle safety driving system according to an embodiment of the present invention is equipped with an electric assist mechanism that provides electric assist by electrically rotating the wheels, and allows electric assist by the electric assist mechanism to be performed only when the wheels of the motorcycle are made rotatable by the brake lock mechanism control means. [Brief description of the drawings]

[0026] [Figure 1] 1 is a plan view of a helmet according to a first embodiment of the present invention. [Diagram 2] 1 is a perspective view of a main portion of a chin strap attachment device for a helmet according to a first embodiment of the present invention; [Diagram 3] 1 is a plan view of a main portion of a chin strap attachment device for a helmet according to a first embodiment of the present invention; [Figure 4] 1 is a block diagram showing a helmet chin strap attachment device according to a first embodiment of the present invention configured using a computer. [Diagram 5] 1 is a side view of a bicycle, which is a two-wheeled vehicle used in a first embodiment of a two-wheeled vehicle safe driving system of the present invention. [Figure 6] 1 is a side view of a bicycle in operation, which is a two-wheeled vehicle used in a first embodiment of the two-wheeled vehicle safe driving system of the present invention. [Figure 7] 3 is a flowchart showing the operation of the first embodiment of the motorcycle safe driving system of the present invention. [Figure 8] FIG. 4 is a plan view of a helmet according to a second embodiment of the present invention. [Figure 9] FIG. 11 is a block diagram showing a lighting device, which is a safety device for a helmet according to a second embodiment of the present invention, configured using a computer. [Figure 10] 5 is a flowchart showing the operation of a second embodiment of the motorcycle safe driving system of the present invention. [Figure 11] FIG. 11 is a plan view of a helmet according to a third embodiment of the present invention. [Figure 12] FIG. 11 is a plan view showing the configuration of a bicycle used in a motorcycle safe driving system according to a third embodiment of the present invention. [Figure 13]FIG. 11 is a block diagram showing a control unit including a bicycle brake lock mechanism control means in a third embodiment of the present invention, configured using a computer. [Figure 14] 10 is a flowchart showing the operation of a bicycle according to a third embodiment of the present invention. [Figure 15] FIG. 11 is a plan view of a helmet according to a fourth embodiment of the present invention. [Figure 16] FIG. 11 is a block diagram showing a helmet safety device according to a fourth embodiment of the present invention configured using a computer. [Figure 17] FIG. 13 is a plan view showing the configuration of a bicycle used in a motorcycle safe driving system according to a fourth embodiment of the present invention. [Figure 18] 13 is a flowchart showing the operation of a power transmission control unit of a safe two-wheeled vehicle driving system according to a fourth embodiment of the present invention. [Figure 19] 13 is a flowchart showing the operation of a charging processing unit of a motorcycle safe driving system according to a fourth embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] The present invention provides a helmet and a motorcycle safety driving system according to an embodiment of the present invention, with reference to the accompanying drawings. In each drawing, the same components are given the same reference numerals, and duplicated explanations will be omitted. A helmet according to a first embodiment of the present invention will be described with reference to FIG. 1. This helmet has a cap part 1 that covers the head. The cap part 1 or an accessory of this cap part 1 is equipped with a safety device for ensuring safety.

[0028] In this embodiment, the accessory of the cap part 1 is a chin strap 2 extending from the cap part 1 to the chin. Also, the safety device is a chin strap wearing device 3 that fixes the chin strap 2 in a worn state.

[0029] 2 and 3, the chin strap wearing device 3 has a structure in which a recess 31 provided at one end of the chin strap 2 fits into a receiving part 32 provided at the other end of the chin strap 2. The tip of the recess 31 has a structure in which a hammer-shaped protruding part 34 is provided on a thin base 33. The receiving part 32 has two elastic L-shaped parts 36 provided facing each other on a wide base 35 extended from the chin strap 2. The receiving part 32 is inserted in a housing 37, and is coupled by inserting the recess 31 into the housing 37 as shown in FIG.

[0030] The housing 37 is provided with two locking mechanisms 40 as shown in FIG. 3, and can be locked when the protruding portion 34 is in the gap 38 formed by the two L-shaped portions 36. That is, the locking mechanism 40 is composed of a magnetically fixed movable piece 42 that moves in and out of an electromagnet portion 41. In the unlocked state, the electromagnet portion 41 is not energized, and the movable piece 42 is hidden. At this time, by moving the housing 37 as shown by the arrow in FIG. 2, the two L-shaped portions 36 can be elastically separated and returned to their original positions, and can freely go back and forth between coupled and uncoupled. On the other hand, in the locked state, the electromagnet portion 41 is energized, and the movable piece 42 presses the tips of the two L-shaped portions 36 in a protruding state, realizing a fixed state in which the protruding portion 34 does not move.

[0031] Provided within cap 1 are a human body communication electrode 4, a human body communication unit 5, and a safety device control unit 6. Human body communication electrode 4 serves as an electrode for human body communication that is performed via the body of the person wearing cap 1. Human body communication unit 5 at least receives a signal by human body communication via human body communication electrode 4. Safety device control unit 6 controls the safety device (here, chin strap attachment device 3) based on content information of the signal received via human body communication unit 5.

[0032] The human body communication electrode 4, the human body communication unit 5, the safety device control unit 6, and the safety device (here, the chin strap attachment device 3) can be configured using a computer as shown in Fig. 4. That is, a CPU 100 controls each unit using programs in a main memory 110 and a program memory 111. A drive interface 113 and a communication interface 114 are connected to the CPU 100 via a bus 112.

[0033] A chin strap attachment control unit 13 is connected to the drive interface 113, and a human body communication unit 5 is connected to the communication interface 114. The CPU 100 controls the chin strap attachment control unit 13 via the drive interface 113 and controls the human body communication unit 5 via the communication interface 114.

[0034] A motorcycle safety driving system can be configured using the helmet of the first embodiment having the above configuration. FIG. 5 shows a bicycle, which is a motorcycle used in the first embodiment of the motorcycle safety driving system. A motorcycle-side human body communication electrode 61 is provided on the handlebars of the bicycle, a motorcycle-side human body communication electrode 62 is provided on the saddle, and a motorcycle-side human body communication electrode 63 is provided on the pedals. The bicycle, which is a motorcycle, is provided with a motorcycle-side human body communication unit 60. The motorcycle-side human body communication unit 60 only needs to be attached to the motorcycle, and it does not matter where it is installed. The motorcycle-side human body communication unit 60 communicates drivability information, which indicates that a person is now able to drive the motorcycle, via the motorcycle-side human body communication electrodes 61 (62, 63).

[0035] The operating state of the first embodiment of the motorcycle safe driving system is shown in Figure 6. The bicycle motorcycle-side human body communication unit 60 transmits a signal of drivability information indicating that the person is now able to drive the motorcycle. This signal reaches the motorcycle-side human body communication electrode 61 (62, 63) via various parts of the bicycle, and from this motorcycle-side human body communication electrode 61 (62, 63) reaches the helmet H according to the first embodiment by human body communication via the human body P, and is received by the human body communication unit 5 via the human body communication electrode 4. The safety device control unit 6 shown in Figure 4 retrieves the above information from the human body communication unit 5.

[0036] The safety device control unit 6, which is configured by the computer shown in Fig. 4, operates according to a program corresponding to the flow chart shown in Fig. 7, which will be described below. The CPU 100 monitors whether drivability information has arrived (S11). As shown in Fig. 6, the two-wheeler human body communication unit 60 of the bicycle transmits a signal of drivability information "indicating that the person is now able to drive this two-wheeler", and this signal reaches the two-wheeler human body communication electrode 61 (62, 63) via each part of the bicycle, and from this two-wheeler human body communication electrode 61 (62, 63) via the human body P to the helmet H according to the first embodiment by human body communication, and is received by the human body communication unit 5 via the human body communication electrode 4. As a result, the flow branches to YES in step S11, and the CPU 100 controls the chin strap attachment device 3 to realize the locked state (S12).

[0037] Next, the CPU 100 monitors whether the drivable information has been interrupted for a predetermined time (S13). When the person takes their hands off the handlebars, their feet off the pedals, and gets off the saddle, the signal to the human body P is interrupted. If this situation continues for a predetermined time, the flow branches to YES in step S13, and the CPU 100 controls the chin strap attachment device 3 to realize the unlocked state (S14). This allows the person to remove the chin strap 2 and take off the helmet. Note that in this flowchart, the lock is released on the condition that the drivable information has been interrupted for a predetermined time. However, instead of this, or in addition to this process, an unlock button or the like may be provided on the bicycle, and when this button is operated, the motorcycle-side human body communication unit 60 may receive this and transmit a signal related to information on an unlock instruction. In this case, the lock is released when the signal related to the information on the unlock instruction is transmitted to the helmet side by human body communication.

[0038] FIG. 8 shows a helmet according to the second embodiment. In this embodiment, the safety device is a lighting device 7 that provides illumination using a light, and the safety device control unit is a lighting device control unit 8 that controls the on / off of the light of the lighting device 7. The safety device (here, the lighting device 7) of this embodiment can be configured using a computer as shown in FIG. 9. That is, the lighting device control unit 8 is used in place of the chin strap attachment device 3 in the first embodiment shown in FIG. 4. The configuration of the two-wheeled vehicle, that is, the bicycle, is the same as that of the first embodiment.

[0039] Fig. 10 is a flow chart showing the operation of the motorcycle safe driving system according to the second embodiment. This will be described. The CPU 100 monitors whether drivability information has arrived (S21). As shown in Fig. 6, the motorcycle-side human body communication unit 60 of the bicycle transmits a signal of drivability information "indicating that a person is now able to drive this motorcycle", and this signal reaches the motorcycle-side human body communication electrode 61 (62, 63) via each part of the bicycle, and from this motorcycle-side human body communication electrode 61 (62, 63) via the human body P to the helmet H according to the first embodiment by human body communication, and is received by the human body communication unit 5 via the human body communication electrode 4. As a result, the flow branches to YES in step S21, and the CPU 100 controls the lighting device control unit 8 to control the lighting device 7, thereby realizing the light-on state (S22).

[0040] Next, the CPU 100 monitors whether the drivability information has been interrupted for a predetermined time (S23). When the person takes their hands off the handlebars, their feet off the pedals, and gets off the saddle, the signal to the human body P is interrupted, and if this situation continues for a predetermined time, the flow branches to YES in step S23, and the CPU 100 controls the lighting device 7 to realize a light-off state (S24). As described above, the lighting device 7 can reliably realize the lighting of the lights while the vehicle is being driven.

[0041] FIG. 11 shows a helmet according to the third embodiment. The helmet according to the third embodiment has substantially the same configuration as the helmet according to the first embodiment. The safety device control unit 6A of this embodiment not only controls the chin strap attachment device 3 to realize a locked or unlocked state, but also controls the transmission of a signal indicating the chin strap state, which is determined by whether the chin strap is locked or unlocked, from the human body communication unit. The human body communication unit 5A receives and transmits signals by human body communication via the human body communication electrode 4.

[0042] 12 shows the configuration of a bicycle used in a motorcycle safety driving system according to the third embodiment. This bicycle has substantially the same configuration as the bicycle of the first embodiment. The bicycle of this embodiment is equipped with a brake lock mechanism 70 that locks the wheels of the motorcycle so that they cannot rotate. In reality, the brake lock mechanism 70 is made up of a brake handle, front and rear brakes (not shown), and a transmission mechanism such as a wire that connects these to the brake handle, but here the brake handle portion is shown as the brake lock mechanism 70.

[0043] Furthermore, the bicycle of this embodiment is equipped with brake lock mechanism control means 80. This brake lock mechanism control means 80 controls the brake lock mechanism based on information regarding locking and unlocking of the chin strap attachment device obtained via the motorcycle-side human body communication unit 60, to make the wheels of the motorcycle rotatable or unrotatable.

[0044] The control unit including the brake-lock mechanism control means 80 in the bicycle of this embodiment can be configured using a computer as shown in Fig. 13. That is, the configuration is such that a CPU 200 controls each unit using programs in a main memory 210 and a program memory 211. A drive interface 213 and a communication interface 214 are connected to the CPU 200 via a bus 212.

[0045] A brake lock mechanism control means 80 is connected to the drive interface 213, and a motorcycle-side human body communication unit 60 is connected to the communication interface 214. The CPU 200 controls the brake lock mechanism control means 80 via the drive interface 213, and controls the motorcycle-side human body communication unit 60 via the communication interface 214.

[0046] In this embodiment, when a person rides a bicycle, the helmet performs the operation of the first embodiment already described, and the chin strap lock state is realized. In the helmet, the safety device control unit 6A controls the human body communication unit 5A to transmit a signal of information related to the chin strap state of the fixed lock. The human body communication unit 5A transmits the information signal by human body communication via the human body communication electrode 4. The subsequent operation of the bicycle in this embodiment will be described with reference to the flowchart shown in FIG.

[0047] The CPU 200 waits for the arrival of chin strap lock information (S31). When the chin strap lock information arrives, the process branches to YES in step S31, and the brake lock mechanism 70 is controlled to achieve an unlocked state (S32). Next, the CPU 200 monitors whether the chin strap unlock information has arrived (S33), and when the information arrives and the process branches to YES in step S33, the brake lock mechanism 70 is controlled to achieve a locked state (S34). Thus, the brake is locked before riding the bicycle, but the chin strap is locked by riding, and the brake lock of the bicycle is subsequently released. This makes it possible to ride the bicycle when the chin strap of the helmet is locked and safety is ensured, and further safety is ensured. In addition to monitoring whether the chin strap unlock information has arrived in step S33 in FIG. 14, it is possible to monitor whether the chin strap lock information has ceased to arrive continuously, and proceed to step S34 when this condition is met.

[0048] That is, since the chin strap attachment device 3 is unlocked when the person gets off the bicycle, it is conceivable that the chin strap unlocking information cannot be received by the motorcycle-side human body communication unit 60 via human body communication. Therefore, after the helmet's chin strap attachment device 3 is locked, the chin strap locking information is continuously transmitted at required time intervals, and the brake lock state is realized when the human body communication is interrupted after the person gets off the bicycle, which is preferable for cases where the brake lock state is forgotten to be realized despite the presence of a mechanism for manually locking the brakes.

[0049] FIG. 15 shows a helmet according to the fourth embodiment. The helmet is equipped with a storage battery 9 that supplies power to a lighting device 7, which is a safety device control unit, and a charging processing unit 9A. The charging processing unit 9A receives a signal via the human body communication electrode 4, generates power based on this signal, and charges the storage battery 9 with the generated power. The safety device (here, the lighting device 7) of this embodiment can be configured using a computer as shown in FIG. 16. This configuration is basically the same as that of the safety device in the helmet of the second embodiment. A power interface 115 is connected to a bus 112 extending from a CPU 100, and a charging processing unit 9A is connected to this power interface 115. The CPU 100 controls the charging processing unit 9A via the power interface 115 to charge the storage battery 9.

[0050] FIG. 17 shows the configuration of a bicycle used in a motorcycle safe driving system according to the fourth embodiment. The configuration of the bicycle according to this embodiment is basically the same as that of the bicycle according to the second embodiment. The bicycle according to this embodiment differs from the second embodiment in that it is provided with a power generation device 90 that generates power in response to the rotation of the wheels, and a power transmission control unit 95. The power transmission control unit 95 superimposes a signal on the waveform of power generated by the power generation device 90 and transmits it from the motorcycle-side human body communication unit 60. The bicycle is also provided with a lighting device 96, and the bicycle can be traveled with the lighting device 96 turned on by the power generated by the power generation device 90.

[0051] Fig. 18 shows a flowchart of the operation by the power transmission control unit 95, and Fig. 19 shows a flowchart of the operation by the charging processing unit 9A, and these operations will be described. The power transmission control unit 95 detects whether or not power is being generated by the power generation device (S41). If it detects that power is being generated, it superimposes a signal of the information to be transmitted on a waveform related to power generation and transmits it from the motorcycle-side human body communication unit 60 (S42). The process of "superimposing a signal of the information to be transmitted on a waveform related to power generation" can be realized, for example, by modulating the waveform of power generation with the signal of the information to be transmitted as a carrier wave and transmitting it.

[0052] On the other hand, the charging processing unit 9A detects the arrival of the operation possible information (S51), and when branching to YES in this step 51, extracts the carrier wave of the signal of the arrived information and generates electric power (S51). Furthermore, the generated electric power is used to charge the storage battery 9 (S52).

[0053] The motorcycle safety driving system according to the fifth embodiment is equipped with an electric assist mechanism that provides electric assist by electrically rotating the wheels, and adopts a configuration basically similar to that of the motorcycle safety driving system according to the third embodiment, and is configured so that electric assist by the electric assist mechanism can be performed only when the wheels of the motorcycle are made rotatable by the brake lock mechanism control means 80. [Explanation of symbols]

[0054] 1 Cap part 2 Chin strap 3 Chin strap attachment device 4. Human body communication electrodes 5. Human Body Communication Department 5A Human Body Communication Department 6 Safety device control section 6A Safety device control section 7. Lighting Equipment 8 Lighting device control section 9. Storage battery 9A Charging Processing Unit 13 Chin strap attachment control unit 26 Human Body Communication Department 31 Entrance 32 Receiving Department 33 Base 34 Overhang 35 Base 36 L-shaped part 37 Case 38 Gap 40 Locking mechanism 41 Electromagnet section 42 Movable piece 60 Motorcycle side human body communication unit 61 Motorcycle side human body communication electrode 62 Motorcycle side human body communication electrode 63 Motorcycle side human body communication electrode 70 Brake lock mechanism 80 Brake lock mechanism control means 90 Power Generation Equipment 95 Power transmission control section 96 Lighting Equipment 100 CPU 110 Main Memory 111 Program Memory 112 Bus 113 Drive Interface 114 Communication Interface 115 Power Interface 200 CPU 210 Main Memory 211 Program Memory 212 Bus 213 Drive Interface 214 Communication Interface H Helmet P human body

Claims

1. A cap portion for covering the head; a chin strap attachment device attached to a chin strap extending from the cap portion to a chin and fixing the chin strap in an attached state; a human body communication electrode for human body communication performed through the body of a person wearing the cap; a human body communication unit that receives at least a signal via the human body communication electrode; a safety device control unit that controls locking and unlocking of the chin strap attachment device based on content information of a signal received via the human body communication unit; A helmet comprising:

2. 2. The helmet according to claim 1, further comprising a transmission control unit that controls the human body communication unit to transmit a signal indicating a chin strap state based on whether the chin strap attachment device is locked or unlocked. A motorcycle-side human body communication electrode for human body communication; a motorcycle-side human body communication unit that performs human body communication via the motorcycle-side human body communication electrode; A brake lock mechanism that locks the wheels of the motorcycle in a state where they cannot rotate; a brake lock mechanism control means for controlling a brake lock mechanism based on information on locking and unlocking of the chin strap attachment device obtained via the motorcycle-side human body communication unit to make the wheels of the motorcycle rotatable or non-rotatable; A motorcycle safety driving system comprising:

3. Equipped with an electric assist mechanism that electrically assists the wheels by rotating them, 3. The motorcycle safe driving system according to claim 2, wherein the electric assist mechanism is capable of providing electric assist only when the wheels of the motorcycle are rendered rotatable by the brake lock mechanism control means.

Images