Abstract:
A riding simulation device allowing a rider to pseudoexperience the running state of a motorcycle, more specifically, to pseudoexperience an operating feeling similar to an actual braking, to be able to switch the operating feeling of an operating lever according to the types of transmissions, and to pseudoexperience roll feeling when the motorcycle is turned by tilting a motorcycle body in running when the device is installed on a pedestal member, comprising an elastic member pressingly deformed by the contact part of a stopper mechanism brought into contact with a rotating member rotated by the operation of a brake lever and a switching mechanism switching between the second stopper member of the stopper mechanism brought into contact with a rotating member rotated by the operation of the operating lever and the first stopper member thereof brought into contact with the rotating member through the elastic member. The axis of a shaft part in which a handle mechanism is installed is set so as to be tilted in the range of the tilt angle of 45 to 60 DEG from a vertical plane to an operator side.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
   The present application is the U.S. National phase of PCT International Application No. PCT/JP2004/001474, filed 12 Feb. 2004. The referenced PCT Application claims priority from each of the following priority documents: Japanese Patent Application No. 2003-36173, filed on 14 Feb. 2003; Japanese Patent Application No. 2003-37407, filed on 14 Feb. 2003; and Japanese Patent Application No. 2003-361146, filed on 21 Oct. 2003. The entire disclosure of the parent PCT Application, as well as the entire disclosure each of the above-referenced Japanese priority documents is hereby incorporated by reference. 
   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   The present invention relates to a riding simulation device for displaying a traveling background as an image on a display so as to give a simulated experience of riding on a motorcycle based on operations by an operator. 
   2. Description of the Prior Art 
   In the related art, riding simulation devices where various traveling conditions are displayed on a display as a result of an operator carrying out various operations so that an operator has a simulated experience of riding on a motorcycle have been adopted for use as games or for use in the teaching of how to ride a motorcycle, etc. 
   For example, a riding simulation device for use in a game has a handle shaft extending upwards from a base member formed with a substantially flat lower surface, and a handle provided at the top of the handle shaft in directions to the left and right. 
   Further, a rotatable right lever as a brake lever for the front wheel, and a left lever for performing a clutch switching operation are provided, and an operation of accelerating the motorcycle displayed on the display is carried out using a rotatable right grip as an accelerator provided at a right end of the handle. 
   The riding simulation device is placed on a flat surface such as a floor, etc., and the player can then experience a simulation of operating the motorcycle displayed on the display for game use. The riding simulation device is played by gripping the handle, rotating the handle about the handle shaft according to the traveling conditions, rotating the right grip as necessary to accelerate the motorcycle displayed on the display, reducing speed by operating the left and right levers, and performing gear change operations (for example, refer to Japanese Laid-open Patent Publication No. 2002-113264). 
   However, with an actual motorcycle, when a driver is operating a brake lever provided on the handle to decelerate the motorcycle, the driver is required to gradually increase the operation force for gripping the brake lever by fixed amounts in a proportional manner from the start of gripping until a prescribed amount of force is reached, and then dramatically increase the operation force at a time where the operating force exceeds the prescribed amount. 
   In other words, after the operating force with which the driver grips the brake lever reaches the prescribed amount, the reaction force exerted upon the driver from the brake lever becomes large, and the operating force for gripping the brake lever is such that the change in operation amount is slight even if operation force is made strong at the same proportion. 
   However, in the riding simulation device of Japanese Laid-open Patent Publication No. 2002-113264, the right lever is provided in such a manner that only spring force of a spring acts in resistance to rotation of the right lever functioning as a brake lever. The reaction force exerted on the right lever when the motorcycle displayed on the game display is decelerated as a result of gripping of the right lever increases in a linear manner in proportion to the operation force of the right lever. 
   In other words, the rate of change of the reaction force exerted upon the right lever by spring force of the spring is fixed. Namely, the operating force from when the rider starts to grip the right lever to when the motorcycle stops is normally fixed. 
   As a result, at the time of gripping the brake lever to reduce speed, the operation feeling of this brake lever of the simulation device is different from the operation feeling in driving an actual motorcycle. Therefore, it is difficult to experience a bodily sensation in a braking state during actual travel. 
   Further, when the actual motorcycle is traveling, at the time of turning at a curve or intersection, the vehicle will turn a corner in a manner characteristic for that motorcycle as a result of the vehicle body inclining at a prescribed angle in the direction of turning centered about the wheels (in directions to the left and right with respect to a vehicle). 
   Specifically, when the motorcycle makes a turn traveling at low speed, cornering is carried out by turning the handle in the desired direction to change the steering angle of the front wheel. When the vehicle is turning while traveling at high speed, cornering is carried out by inclining the motorcycle body by a prescribed angle. 
   In the actual motorcycle, the handle installed to the vehicle body is inclined toward the rider by an inclination angle (caster angle) of typically 25° with respect to a vertical plane, while in a motorcycle such as an American style motorcycle, the maximum inclination angle is approximately 35°. Stability when traveling in a straight line is also improved by installing the handle to the vehicle body with a large inclination angle. 
   In the riding simulation device of Japanese Laid-open Patent Publication No. 2002-113264, turning is possible by changing the steering angle of a front wheel of a motorcycle displayed on a game display by turning the handle. During this time, the riding simulation device does not tilt according to the traveling state of the motorcycle. In other words, the handle is held by a base member mounted on a floor surface etc. so that even if the handle is rotated, the riding simulation device having the handle does not make a tilting movement. 
   Further, in the riding simulation device of Japanese Laid-open Patent Publication No. 2002-113264, the axis of the handle shaft supporting the handle is installed to the vehicle body with an inclination angle (caster angle) of approximately 0° with respect to the vertical plane. In other words, the handle shaft is upright, substantially in parallel to the vertical plane. 
   However, an actual motorcycle has a characteristic where the vehicle body is inclined when turning. Therefore, when the handle shaft is installed at substantially the same angle as an actual motorcycle and turned, the riding simulation device of Japanese Laid-open Patent Publication No. 2002-113264 differs from an actual motorcycle when cornering in that tilting movement does not take place, and a tilting sensation felt when turning while inclining at a curve etc. during actual travel is not obtained. 
   SUMMARY OF THE INVENTION 
   A general object of the present invention is to provide a riding simulation device capable of readily providing a simulated experience of a brake operation feeling that is closer to the feeling of an actual motorcycle braking, and a switching operation feeling of operation levers depending on the type of transmission of the motorcycle. 
   A main object of the present invention is to provide a riding simulation device capable of providing a simulated experience of a tilting sensation felt when the body of a motorcycle is inclined when turning during traveling in the case where the riding simulation device is installed to a base member. 
   The above and other objects, features and advantages of the present invention will become more apparent from the following description when taken in conjunction with the accompanying drawings in which preferred embodiments of the present invention are shown by way of illustrative example. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  is a perspective view of a riding simulation device of a first embodiment of the present invention. 
       FIG. 2  is a side view of the riding simulation device of  FIG. 1 . 
       FIG. 3  is a side view showing a condition where the riding simulation device fixed to a table is operated by an operator. 
       FIG. 4  is an enlarged perspective view of the vicinity of first and second detectors. 
       FIG. 5  is an enlarged perspective view showing a state where a harness is fitted between a recess and a holder of a steering stem of  FIG. 1 . 
       FIG. 6  is an exploded perspective view showing a state where the steering stem, steering handle, and holder in  FIG. 5  are disassembled. 
       FIG. 7  is an enlarged side view of the vicinity of the second detector of  FIG. 2 . 
       FIG. 8  is a partial enlarged side view illustrating operation showing the state where a second rotating pulley of the second detector of  FIG. 7  is rotated by a prescribed angle so as to come into contact with a resilient member. 
       FIG. 9  is a partial enlarged side view showing the state when the second rotating pulley of the second detector of  FIG. 8  is further rotated so as to press the resilient member. 
       FIG. 10  is a brake characteristic view for while the brake lever of the riding simulation device of  FIG. 1  is gripped and rotated. 
       FIG. 11  is an enlarged perspective view of the vicinity of the first and second detectors of the riding simulation device of a second embodiment of the present invention. 
       FIG. 12  is an enlarged perspective view of the vicinity of the first detector and the switching mechanism as viewed from a direction indicated by an arrow R in  FIG. 11 . 
       FIG. 13  is a perspective view of an adjustment pin of the switching mechanism of  FIG. 12 . 
       FIG. 14  is a partial cross-sectional plan view as viewed from a direction indicated by an arrow S in  FIG. 12 , showing a state where a stopper bolt of the switching mechanism and a resilient member of a plate member are positioned on a substantially straight line assuming a motorcycle with an automatic transmission. 
       FIG. 15  is a partial cross-sectional front view as viewed from a direction indicated by an arrow T in  FIG. 12 , showing the side of the resilient member of the switching mechanism. 
       FIG. 16  is a partial cross-sectional side view as viewed from a direction indicated by an arrow U in  FIG. 12 , showing the vicinity of the switching mechanism. 
       FIG. 17  is a partial cross-sectional side view showing where a resilient member of the plate member is displaced to the lower side of the adjustment pin under the switching action of the switching mechanism, and a state where the stopper bolt is facing a position opposite to the first rotating pulley, assuming a motorcycle with a manual transmission. 
   

   DETAILED DESCRIPTION OF THE INVENTION 
   Preferred embodiments of a riding simulation device according to the present invention will be described in detail with reference to drawings. 
   In  FIG. 1  and  FIG. 2 , reference numeral  10  shows a riding simulation device  10  of a first embodiment of the present invention. 
   This riding simulation device  10  (hereinafter simply referred to as the simulation device  10 ) comprises a handle mechanism  12  gripped by an operator  140  (refer to  FIG. 3 ) that is used to steer the front wheel of a motorcycle displayed on a display  128  described later (refer to  FIG. 3 ) and a frame body  14  for supporting the handle mechanism  12  in a freely rotating manner. 
   The handle mechanism  12  comprises a steering stem  24  formed with a substantially fan-shaped upper end, a steering handle  28  long in length and integrally held at a steering stem  24  via a holder  26 , lever connecting units  34   a  and  34   b  at which a clutch lever  30  and brake lever  32  are held with respect to the steering handle  28 , and a left grip  36   a  and right grip  36   b  respectively fitted to the ends of the steering handle  28 . The left grip  36   a  and the right grip  36   b  are covered with rubber etc. 
   A substantially fan-shaped fitting surface is formed at an upper end of the steering stem  24 , and a pair of fitting flanges  38  are coupled in a substantially parallel manner via bolts  40  so as to project upwards. A semi-circular-shaped recess  42  corresponding to the outer circumference of the steering handle  28  is formed at the fitting flange  38 . 
   Further, the lower end of the steering stem  24  is inserted through a cylindrical section  44  of the frame body  14  so as to be coupled in an integral manner with an upper end of a stem member  46  inserted through a cylindrical section  44  of the frame body  14  via bolts  40 . The steering stem  24  is coupled to the upper end of the stem member  46 , and the lower end of the stem member  46  that is inserted through the cylindrical section  44  of the frame body  14  is inserted into a hole (not shown) in substantially a central part of the bracket  48  coupled to the frame body  14 . Namely, the stem member  46  is axially supported in a freely rotating manner by the cylindrical section  44  and a hole of the bracket  48 . 
   Further, a spring  50  for urging the steering handle  28  coupled to the stem member  46  to always be in a center position is interposed between the stem member  46  and the bracket  48 . 
   The steering handle  28  is formed in a cylindrical shape from a pipe member etc., with both ends bent at respective prescribed angles in a direction to the rear of the simulation device  10 . 
   The left grip  36   a  is installed at the left end of the steering handle  28 . Similarly, the right grip  36   b  is installed at the right end of the steering handle  28 , with the right grip  36   b  functioning as a throttle grip so that the motorcycle displayed on the display  128  is accelerated when the operator  140  (refer to  FIG. 3 ) rotates the right grip  36   b  back. 
   A substantially central part of the steering handle  28  is fitted to the recess  42  of the fitting flange  38  (refer to  FIG. 1 ). A pair of holders  26  are attached to the upper part of the fitting flange  38  such that the steering handle  28  is inserted between the fitting flange and the holders  26 , and tightened using bolts  40 , so as to be integrally fixed to the steering stem  24 . 
   The lever connecting unit  34   a  is provided at the left side of the steering handle  28 . The clutch lever (operation lever)  30  is then integrally fitted to the front side of the simulation device  10  at the lever connecting unit  34   a.    
   The clutch lever  30  is axially supported in a freely rotating manner with respect to the lever connecting unit  34   a , and a clutch of the motorcycle displayed on the display  128  is disengaged when the operator  140  (refer to  FIG. 3 ) grips and rotates the clutch lever  30  in a direction toward the steering handle  28  while changing gear so that a gear change operation is carried out by a gear change pedal (not shown). 
   The clutch lever  30  is provided only in the case of motorcycles with manual transmissions, with a brake lever being provided in place of the clutch lever  30  in the case of motorcycles with automatic transmissions. 
   Further, the brake lever  32  is fitted in an integral manner similarly at the front side of the simulation device  10  at the lever connecting unit  34   b  arranged at the right side of the steering handle  28 . 
   The brake lever  32  is axially supported in a freely rotating manner at the lever connecting unit  34   b , and the front wheels of the motorcycle displayed on the display  128  is braked when the operator  140  grips and rotates the brake lever  32  towards the steering handle  28 . 
   Further, as shown in  FIG. 5  and  FIG. 6 , a semi-circular recess  42   a  corresponding to the outer circumference of the steering handle  28  and a harness installation groove  51  with a substantially semi-circular cross-section formed to a prescribed depth deeper than the recess  42   a  are formed at the pair of fitting flanges  38   a  formed at the steering stem  24 . A harness  53  connecting the left grip  36   a  (refer to  FIG. 1 ) and the right grip  36   b  (refer to  FIG. 1 ) may then be inserted to the harness installation groove  51 . 
   The harness installation groove  51  is positioned on substantially the opposite side (refer to  FIG. 5 ) from the operator  140  (refer to  FIG. 3 ) so that the steering handle  28  is positioned between the operator  140  and the harness installation groove  51  when the steering handle  28  is set in the recess  42   a.    
   For example, a harness  53  outputting a rotation amount of the right grip  36   b  (refer to  FIG. 1 ) functioning, for example, as a throttle grip, as a signal to detection means (not shown), or a harness  53  connected to a motor so as to create simulated vibrations due to a drive source such as a motor at the right grip in order to impart a feeling of a driving sensation upon the operator  140  is inserted at the harness installation groove  51 . 
   In this way, the harness  53  connected to switches etc. (not shown) from the left grip  36   a  (refer to  FIG. 1 ) and the right grip  36   b  (refer to  FIG. 1 ) is inserted into the harness installation groove  51  extending to substantially the center from both ends of the steering handle  28 . 
   After the harnesses  53  are fitted at the harness installation groove  51 , substantially the center of the steering handle  28  is fitted to the recess  42   a  of the fitting flange  38   a , and the pair of holders  26  are fitted from the upper part of the fitting flange  38   a . By then fastening the bolts  40  with the steering handle  28  engaging with the recess  42   b  of the holder  26 , the steering handle  28  is sandwiched between the fitting flange  38   a  and the holder  26 , and the harness  53  inserted into the harness installation groove  51  is fixed in an integral manner to the steering stem  24 . 
   During this time, the harness  53  is in a position hidden from the field of view of the operator  140  (refer to  FIG. 3 ) by the steering handle  28 , i.e. are fixed so as to be positioned in a blind spot as viewed by the operator  140  by the steering handle  28 . The operator  140  can therefore maintain a good field of view when operating the simulation device  10 . 
   The harness  53  fitted to the harness installation groove  51  are inserted into the stem member  46  and the cylindrical section  44  via a through-hole (not shown) formed at substantially a central part of the steering stem  24 . Because of this, the harness  53  is not exposed to outside and the operator  140  is therefore not hindered when operating the handle mechanism  12  of the simulation device  10 . 
   Further, the plurality of fixing bands for fixing the harnesses  53  to the steering handle  28  required in the related art is no longer required, so that decreases in the number of parts and in costs can be achieved. The harness  53  can also be fixed in an extremely reliable and firm manner by sandwiching the harness  53  between the fitting flange  38   a  of the steering stem  24  and the holder  26 . 
   The frame body  14  is comprised of three first to third main frames  52   a ,  52   b ,  52   c  coupled spaced at equal angles using a cylindrical section  44  through which the stem member  46  is inserted, a pair of subframes  54   a ,  54   b  coupled so as to extend towards the front of the simulation device  10  at a substantially central part of the first and second main frames  52   a  and  52   b , a cross-frame  56  mutually coupling front ends of the subframes  54   a ,  54   b , and a coupling frame  58  linking between the first and second main frames  52   a ,  52   b . The coupling frame  58  is provided substantially parallel with the lower part of the cross-frame  56 . 
   The first to third main frames  52   a  to  52   c  are arranged spaced at equal angles taking the cylindrical section  44  as center, and the first and second main frames  52   a  and  52   b  arranged substantially symmetrically in directions to the left and right from the cylindrical section  44  are curved so as to extend downwards. Ends of the first and second main frames  52   a  and  52   b  extending downwards are substantially flat, and a stopper mechanism  60  for fixing the frame body  14  to a flat table  130  etc. is provided at these ends. 
   The stopper mechanism  60  is comprised of a pair of fixing bolts  62  provided substantially orthogonally with respect to the first and second main frames  52   a  and  52   b  and respectively screwing into the ends of the first and second main frames  52   a  and  52   b , and a retaining member  64  expanding diameter-wise in a direction radially to the outside at an upper end of the fixing bolt  62 . The upper surface of the retaining member  64  is substantially flat. 
   The fixing bolts  62  can then be displaced up and down along an axis direction by screwing the fixing bolts  62  screwed into the first and second main frames  52   a  and  52   b.    
   The third main frame  52 C arranged between the first and second main frames  52   a  and  52   b  at the cylindrical section  44  is coupled to the cross-frame  56  bent in a direction going downwards from the cylindrical section  44 . 
   A first detector  68  for detecting an operation amount for the clutch lever  30  is arranged at the upper surface of the subframe  54   a  and operates in unison with the clutch lever  30  via a clutch wire  66  and a second detector  72  for detecting an amount of operation of the brake lever  32  is arranged at the upper surface of the other subframe  54   b  and operates in unison with the brake lever  32  via the brake wire  70 . 
   Further, a throttle opening amount detector  76  for detecting extent of opening (amount of rotation) of the right grip  36   b  fitted to the steering handle  28  via a throttle wire  74  is provided at the upper surface of the third main frame  52   c  coupled to the cross-frame  56 . 
   As shown in  FIG. 4 , this first detector  68  is comprised of a detecting body  78   a  fixed to the subframe  54   a  via bolts  40 , a first rotating pulley  80  axially supported in a freely rotating manner with respect to the detecting body  78   a , a first return spring  82  interposed between the detecting body  78   a  and the first rotating pulley  80 , and a first stopper  84  for limiting a rotating operation of the first rotating pulley  80 . 
   One end of a clutch wire  66  is connected to the clutch lever  30 , and the other end of the clutch wire  66  is connected to the first rotating pulley  80 . Spring force of a first return spring  82  urges the clutch wire  66  connected to the first rotating pulley  80  in a tensioning direction towards the front side of the simulation device  10 . 
   A sensor (not shown) for detecting the amount of rotation of the first rotating pulley  80  is built into the inside of the detecting body  78   a . The amount of rotation of the first rotating pulley  80  detected by the sensor is outputted to the control device (not shown) as a detection signal via a connector  86  formed at an outer part of the detecting body  78   a.    
   The clutch lever  30  is spaced away from the steering handle  28  as a result of tensioning of the clutch wire  66  connected to the first rotating pulley  80  under the action of spring force of the first return spring  82 . 
   As shown in  FIG. 4 , the second detector  72  is comprised of a detecting body  78   b  fixed via a bolt  40  to the subframe  54   b  similarly to the first detector  68 , a second rotating pulley  88  axially supported in a freely rotating manner with respect to the detecting body  78   b , a second return spring  90  interposed between the detecting body  78   b  and the second rotating pulley  88 , and a second stopper  92  for limiting the rotating operation of the second rotating pulley  88 . 
   A sensor (not shown) for detecting the amount of rotation of the second rotating pulley  88  is built within the detecting body  78   b , and the amount of rotation of the second rotating pulley  88  detected by the sensor is outputted to the control device (not shown) as a detection signal via the connector  86  formed on an outside part of the detecting body  78   b.    
   The brake lever  32  is spaced away from the steering handle  28  as a result of tensioning of the brake wire  70  connected to the second rotating pulley  88  under the action of elastic force of the second return spring  90 . 
   As shown in  FIG. 7  to  FIG. 9 , the second rotating pulley  88  is integrally provided with a shaft  94  supported in a freely rotating manner with respect to the detecting body  78   b  (refer to  FIG. 4 ). A wire threading channel  96  hollowed to a prescribed depth in an inner radial direction from an outer peripheral surface is formed at the outer peripheral surface of the second rotating pulley  88 . 
   Further, a notched channel  98  notched to a prescribed length in an inner radial direction from the outer peripheral surface is formed in the second rotating pulley  88  and a substantially round latch hole  100  is formed at an end of the notched channel  98 . A wire latching member  102  coupled to an end of the brake wire  70  is inserted at the latch hole  100 . 
   Specifically, the wire latching member  102  is formed so as to be substantially cylindrical, with a brake wire  70  being coupled to a substantially central part along an axial direction. The wire latching member  102  to which the brake wire  70  is coupled is inserted into the latch hole  100  from the side of the second rotating pulley  88 . During this time, the brake wire  70  coupled to the wire latching member  102  is inserted through the notched channel  98  so as to be arranged at a substantially central part of the second rotating pulley  88 . The brake wire  70  is installed along the wire threading channel  96  so as to link between the latch hole  100  and the brake lever  32  via a channel  126   c  of the cable holder  124 . 
   A projection  104  projecting radially outwards is formed at the second rotating pulley  88  and the projection  104  comes into contact with the second stopper  92  under the rotating action of the second rotating pulley  88 . 
   At the projection  104 , while the second rotating pulley  88  is rotating, a flat contact surface  106  is formed positioned opposite a large diameter section  118  of the second stopper  92 , with the contact surface  106  being formed so as to extend towards the center of the second rotating pulley  88 . 
   The second return spring  90  is installed by being wrapped around the outer periphery of substantially the central part of the second rotating pulley  88 , with one end being inserted at a hole  108  formed at a side of the second rotating pulley  88  so as to be latched, and the other end being inserted in a hole (not shown) of the detecting body  78   b  so as to be latched. Namely, the spring force of the second return spring  90  urges the brake wire  70  latched by the latch hole  100  of the second rotating pulley  88  in a direction of tensioning to the front of the simulation device  10  (direction of arrow A in  FIG. 7 ). 
   The brake lever  32  is spaced away from the steering handle  28  as a result of tensioning of the brake wire  70  connected to the second rotating pulley  88  under the action of spring force of the second return spring  90 . 
   The second stopper  92  is arranged facing the second rotating pulley  88  at an upper part of the cross-frame  56 . This second stopper  92  is comprised of a fitting bracket  110  coupled to the upper part of the cross-frame  56 , a columnar pin member  112  fixed to the fitting bracket  110 , and a resilient member  114  installed so as to cover the end surface of the pin member  112  facing the second rotating pulley  88 . 
   The pin member  112  comprises a small diameter section  116 , and a large diameter section (contact part)  118  expanded diameter-wise in an outward radial direction with respect to the small diameter section  116 , with the large diameter section  118  being inserted into an installation hole (not shown) of a fitting bracket  110  so as to be on the side of the second rotating pulley  88 . The pin member  112  is then latched in the axial direction as a result of the end surface of the large diameter section  118  of the pin member  112  coming into contact with a side surface of the fitting bracket  110 . 
   The pin member  112  is provided so as to be substantially orthogonal with respect to the shaft  94 . 
   Further, the resilient member  114  is installed at the large diameter section  118  of the pin member  112  so as to cover the vicinity of the end surface. This resilient member  114  is formed of a resilient material such as rubber or sponge etc. or a coil spring, plate spring, or disc spring etc. having spring force. 
   As shown in  FIG. 4 , an throttle opening amount detector  76  is such that one end of the rotating plate  120  is axially supported in a freely rotating manner via a detecting body  78   c  fixed to the third main frame  52   c  using bolts  40 . A spring  122  urging the rotating plate  120  in a direction away from the cylindrical section  44  is interposed between the rotating plate  120  and the detecting body  78   c . Further, one end of the throttle wire  74  is connected to the right grip  36   b , and the other end of the throttle wire  74  is connected to the other end of the rotating plate  120 . 
   A sensor (not shown) for detecting the amount of rotation of the rotating plate  120  is built within the detecting body  78   c , and the amount of rotation of the rotating plate  120  detected by the sensor is outputted to the control device (not shown) as a detection signal via the connector  86  formed on an outside part of the detecting body  78   c.    
   Further, at the upper surface of the third main frame  52   c , a cable holder  124  for holding the clutch wire  66 , brake wire  70 , and throttle wire  74  is installed. The cable holder  124  is spaced by a prescribed distance from the throttle opening amount detector  76 . The cable holder  124  is formed substantially T-shaped in cross-section, the throttle wire  74  is inserted through a channel  126   a  formed substantially at a central part, and a clutch wire  66  connected with the clutch lever  30  is inserted through and held at the channel  126   b  formed at the right side of the cable holder  124 . 
   Further, a brake wire  70  connecting with the brake lever  32  is inserted through and supported at the channel  126   c  formed at the left side of the cable holder  124 . 
   The riding simulation device  10  of the first embodiment of the present invention is basically configured as described above, and operation and advantages will be described as follows. 
   First, as shown in  FIG. 3 , when the simulation device  10  is fitted to the table  130  etc., lower surfaces of the pair of subframes  54   a  and  54   b  of the frame body  14  are mounted so as to come into contact with the upper surface of a plate part  132  of the flat table  130  on which the display  128  is mounted. When the fixing bolt  62  of the stopper mechanism  60  is screwed in so as to be displaced upwards, the upper surface of the retaining member  64  formed at the upper part of the fixing bolt  62  comes into contact with the lower surface of the plate part  132  of the table  130 . 
   As a result, the table  130  can sandwiched by the subframes  54   a ,  54   b  and the retaining member  64  of the stopper mechanism  60 , and the simulation device  10  is fixed to the table  130  by the subframes  54   a ,  54   b  and the stopper mechanism  60  in a straightforward manner. The table  130  is set up on a floor surface  136  etc. using a leg section  134  linked in a substantially perpendicular manner in a direction downwards from this plate part  132 . 
   Further, during this time, as shown in  FIG. 2  and  FIG. 3 , the axis  117  of the stem member  46  of the handle mechanism  12  is inclined by an inclination angle A ranging from 45° to 65° from the vertical plane toward the operator  140 . 
   During this time, in the case where the inclination angle A of the axis  117  of the stem member  46  set to less than 45° (A&lt;45°) with respect to the vertical plane  119 , when the motorcycle displayed on the display  128  is traveling at low speed, it is possible to obtain a desirable feeling when turning by turning the handle of the motorcycle displayed on the display  128  but on the other hand, when traveling at high-speed, it is difficult to obtain a feeling of a tilting movement when cornering with the motorcycle body inclined. 
   Conversely, when the inclination angle A of the axis  117  of the stem member  46  is set in excess of 65° (A&gt;65°) with respect to the vertical plane, when the vehicle displayed on the display  128  is traveling at high-speed, the feeling or tilting movement when cornering with the vehicle inclined is good, but on the other hand, when traveling at low speeds, it is difficult to obtain a sensation of turning by turning of the handle of the motorcycle displayed on the display  128  by rotating the handle mechanism  12 . 
   As a result, by setting the inclination angle A of the axis  117  of the stem member  46  to within a range of 45° to 65°, it is possible to obtain a simulated experience where both the feeling when rotating the handle mechanism  12  so as to turn by turning when moving at low speeds and the tilting sensation when cornering with the vehicle inclined when moving at high speeds are superior. 
   It is further preferable that the stem member  46  of the handle mechanism  12  is inclined from the vertical plane  119  toward the operator  140  by the inclination angle A ranging from 50° to 60°. 
   A description is now given of a method of operating the simulation device  10  fitted to the table  130  etc. 
   First, as shown in  FIG. 3 , the operator  140  sits on a seat  138  installed to the rear of the simulation device  10 , takes hold of the right grip  36   b  of the steering handle  28  with the right hand, and takes hold of the left grip  36   a  of the steering handle  28  with the left hand. 
   Then, the operator  140  operates the right grip  36   b  functioning as a throttle for the steering handle  28 , brake lever  32 , and clutch lever  30  so that the extent of opening the throttle  76  due to the right grip  36   b , and the extent of operation of the brake lever  32  and clutch lever  30  are outputted to the control device (not shown) as detection signals of the first detector  68  and the second detector  72 . 
   The traveling state of the motorcycle at the simulation device  10  brought about by the control device based on these detection signals can therefore be displayed on the display  128  mounted on the table  130 . 
   A description is now given of the case where the operator  140  then grips the brake lever  32  (refer to  FIG. 1 ) by just a prescribed amount so that the motorcycle displayed on the display  128  reduces speed. 
   As shown in  FIG. 7 , before the operator  140  operates the brake lever  32 , the second rotating pulley  88  at the second detector  72  is in an initial position state of being latched rotated to the front side (the direction of arrow A) at the simulation device  10  due to the spring force of the second return spring  90 . 
   In order for the motorcycle to reduce speed from the aforementioned initial position, as shown in  FIG. 1 , as a result of the operator  140  (refer to  FIG. 3 ) gripping and rotating the brake lever  32  of the handle mechanism  12  by a prescribed amount to the side of the steering handle  28 , the brake wire  70  linked to the brake lever  32  is tensioned under the rotation action of the brake lever  32 . 
   The brake wire  70  tensioned by the brake lever  32  is tensioned in a direction towards the handle mechanism  12  (the direction of arrow C) via the channel  126   c  of the cable holder  124 . The second rotating pulley  88  coupled to the brake wire  70  via the wire latching member  102  resists the spring force of the second return spring  90  so as to rotate towards the rear side (the direction of arrow B) of the simulation device  10  together with the shaft  94  supported by the detecting body  78   b  (refer to  FIG. 8 ). When the operator  140  releases the state of gripping the brake lever  32 , the second rotating pulley  88  rotates towards the front side (direction of arrow A) of the simulation device  10  due to the spring force of the second return spring  90 . Because of this, the brake wire  70  is tensioned in a direction (the direction of arrow D) away from the handle mechanism  12  under the rotating action of the second rotating pulley  88  so that the state of the initial position is returned to. 
   The amount of displacement of the brake wire  70  tensioned in a direction (direction of arrow C) towards the handle mechanism  12  is increased in proportion to the operation force of gripping the brake lever  32  by the operator  140 , and the extent of rotation towards the rear (the direction of arrow B) of the simulation device  10  of the second rotating pulley  88  accompanying this also increases. 
   As shown in  FIG. 8 , the projection  104  is rotated in a direction (the direction of arrow B) towards the second stopper  92  under the rotating action of the second rotating pulley  88 , and the projection  104  of the second rotating pulley  88  takes on a contact position G (refer to  FIG. 10 ) making contact with the end surface of the resilient member  114 . 
   During this time, because the second rotating pulley  88  rotates in resistance to spring force of the second return spring  90 , spring force of the second return spring  90  is applied to the brake lever  32  via the brake wire  70  as reaction force E (refer to  FIG. 10 ). Namely, the operator  140  carries out operations using an operating force that overcomes the spring force when gripping the brake lever  32 . 
   On the other hand, as shown in  FIG. 9 , as a result of the operator  140  increasing the operating force to the brake lever  32 , the brake wire  70  is further tensioned in a direction (the direction of arrow C) towards the handle mechanism  12 . The second rotating pulley  88  linked with the brake wire  70  via the wire latching member  102  then resists the spring force of the second return spring  90  so as to be rotated in a direction towards the rear (the direction of arrow B) of the simulation device  10 . 
   The contact surface  106  of the projection  104  of the second rotating pulley  88  presses the resilient member  114  of the second stopper  92  towards the side of the pin member  112  and the vicinity of the contact surface  106  of the projection  104  presses the resilient member  114  so as to deform it while rotating. 
   Finally, the second rotating pulley  88  rotates up to a position where the resilient member  114  pressed by the projection  104  no longer deforms so as to reach a rotation end position H (refer to  FIG. 10 ) where the rotation stops. 
   During this time, the second rotating pulley  88  rotates in resistance to the spring force of the second return spring  90  so as to rotate while pressing the resilient member  114  via the projection  104 . Because of this, spring force of the second return spring  90  and elastic force from the resilient member  114  urging towards the projection  104  is applied to the brake lever  32  via the brake wire  70  as reaction force F (refer to  FIG. 10 ). Namely, the operator  140  carries out operations using an operating force that overcomes reaction force F constituted by the spring force and the elastic force when gripping the brake lever  32 . 
   As described above, according to the first embodiment of the present invention, it is possible to achieve a simulated experience with a simulation device  10  which is significantly closer to that of the time of riding on an actual motorcycle for both the feeling of rotating the handle mechanism  12  to turn at low speeds and for a tilting movement sensation felt when cornering with a vehicle body at an inclination when traveling at high-speed, by making the fitting angle A with respect to a vertical plane  119  of the handle mechanism  12  within a range of 45° to 65°. 
   Further, by making the fitting angle A with respect to the vertical plane  119  of the handle mechanism  12  large, it is possible to suppress the height of the handle mechanism  12  on the table  130  which also makes it possible to prevent the view of the operator  140  of the display  128  from becoming obscured by the handle mechanism  12 . 
   A second rotating pulley  88  rotating in response to operation force of the brake lever  32  via the brake lever  32  is provided at second detecting section  72  and a resilient member  114  comprised of resilient material etc. is provided at the end of the second stopper  92  restricting the rotating operation of the second rotating pulley  88 . After the second rotating pulley  88  rotates through a prescribed angle under the tensioning operation of the brake wire  70  coupled to the brake lever  32 , the projection  104  of the second rotating pulley  88  comes into contact with the resilient member  114  so as to rotate while pressing. 
   Because of this, prior to making contact with the resilient member  114 , the projection  104  of the second rotating pulley  88  rotates in resistance to the spring force of the second return spring  90 . The reaction force E applied to the brake lever  32  with respect to the amount of rotation of the second rotating pulley  88  is therefore increased in a smooth and linear manner (refer to  FIG. 10 ). 
   Further, when the projection  104  of the second rotating pulley  88  comes into contact with the resilient member  114  so that the projection  104  presses and deforms the resilient member  114  while rotating, in addition to the spring force of the second return spring  90 , there is also rotation in resistance to the elastic force due to urging of the resilient member  114 . The reaction force F applied to the brake lever  32  with respect to the amount of rotation of the second rotating pulley  88  therefore increases dramatically compared with the reaction force E taking the contact position G as a boundary (refer to  FIG. 10 ). 
   In other words, as shown in  FIG. 10 , the reaction force E increasing in a linear manner applied to the brake lever  32  changes to a reaction force F from the contact position G where the projection  104  of the second rotating pulley  88  contacts the resilient member  114 . The reaction force F increases at a higher rate of increase in comparison with the reaction force E. 
   Then, as shown in  FIG. 9 , the reaction force F (refer to  FIG. 10 ) is made up of the spring force and the elastic force applied to the brake lever  32  via the brake wire  70 . 
   The operating force with which the brake lever  32  is gripped and operated needs to be changed to overcome the reaction force F. Namely, the operating force for operating the brake lever  32  increases dramatically from the contact position G where the projection  104  of the second rotating pulley  88  contacts the resilient member  114 . 
   Thus, the reaction force applied to the brake lever  32  while the second rotating pulley  88  is rotating changes from the state where the second rotating pulley  88  resists only the spring force of the second return spring  90  so as to rotate (refer to E in  FIG. 10 ) to the state where in addition to the spring force of the second return spring  90 , the resilient member  114  rotates while being pressed by the projection  104  (refer to F in  FIG. 10 ). 
   As a result, in contrast to the reaction force E applied to the brake lever  32  prior to the projection  104  of the second rotating pulley  88  making contact with the end surface of the resilient member  114 , the rate of change with which the reaction force F applied after the projection  104  makes contact with the end surface of the resilient member  114  is substantially large. 
   Because the reaction force applied to the brake lever  32  can be changed to increase dramatically after the contact position G where the second rotating pulley  88  contacts the resilient member  114 , under the action of the reaction force applied by the brake lever  32 , operating touch while the operator  140  is operating the brake lever  32  becomes heavy. The operation feeling while operating the brake lever  32  can therefore change in the operation process. 
   As a result, an operating feeling similar to an operating sensation while gripping a brake lever  32  and reducing speed on an actual motorcycle can be obtained, and a simulated experience with an operation feeling that is extremely close to that of an actual motorcycle can be realized. 
   Further, the resilient member  114  is provided at the second stopper  92  provided at a position facing the second detector  72  for detecting an operation amount of the brake lever  32 , but the present invention is by no means limited in this respect, and may, for example, also be provided at a latch arranged at a position facing a detector for detecting operation amount of a brake pedal operating a foot brake. 
   Next, a riding simulation device  150  of a second embodiment is shown in  FIG. 11  to  FIG. 17 . The constituent elements that are identical to those shown of the riding simulation device  10  according to the first embodiment are labeled with the same reference numeral, and description thereof will be omitted. 
   As can be seen from  FIG. 11 , the riding simulation device  150  of the second embodiment differs from the riding simulation device  10  of the first embodiment in that a first detector  154 , operating in unison with an operation lever (not shown) during clutch operations (shifting of transmission) or brake operations via the wire  152 , for detecting the extent of operation of the operating lever, is provided at an upper surface of one of the subframes  54   a , and a switching mechanism  156 , capable of switching over to give different operating feels for a clutch operation in the case of a motorcycle with a manual transmission and for a brake operation when the motorcycle has an automatic transmission, is provided at an upper part of the cross-frame  56 . 
   The operation lever functions as a clutch lever in the case of a motorcycle with a manual clutch and as a brake lever in the case of a motorcycle with an automatic transmission. 
   As shown in  FIG. 12 , the switching mechanism  156  is comprised of a body  158  provided integrally at the upper part of the cross-frame  56 , an adjustment pin (rotation shaft)  162  (refer to  FIG. 13 ) inserted in a freely rotating manner through an insertion hole  160  (refer to  FIG. 14 ) of the body  158 , a plate member  164  with a substantially elliptical cross-section fitted in an integral manner to the adjustment pin (rotation shaft)  162  (refer to  FIG. 13 ), a resilient member  168  installed in such a manner as to cover a rising part  166  (refer to  FIG. 14 ) of the plate member (first stopper member)  164 , and a stopper bolt (second stopper member)  170  screwing into the body  158  at a prescribed distance from the adjustment pin  162 . 
   The insertion hole  160  (refer to  FIG. 14 ) is formed so as to pass through the body  158  substantially parallel with the subframe  54   a , and as shown in  FIG. 15 , a pin hole  172  is formed from the upper surface of the body  158  so as to intersect in a substantially orthogonal manner and is inserted through the insertion hole  160 . An engaging pin (engaging member)  174  is screwed into the pin hole  172  from above the body  158 , and is provided in such a manner that the end of the engaging pin  174  projects a prescribed length into the insertion hole  160 . Free displacement along the axial direction is possible by screwing the engaging pin  174 . 
   Further, a screw hole  176  is formed to pass through the body  158  at a prescribed distance from the insertion hole  160 , and a long stopper bolt  170  (refer to  FIG. 14 ) is screwed in so as to be freely displaceable along the axial direction under the screwing operation at the screw hole  176 . 
   As shown in  FIG. 13 , the adjustment pin  162  comprises a first threaded part  178  which is threaded at the outer surface at one end, a shaft  180  inserted through the insertion hole  160  of the body  158  (refer to  FIG. 14 ), a nut  182  substantially hexagonal in cross-section provided between the shaft  180  and the first threaded part  178 , and a second threaded part  184  formed at the other end with the outside surface thereof being threaded. The cross-section of the second threaded part  184  is formed in a plane so that the outer peripheral surface thereof is substantially symmetrical taking the shaft center of the second threaded part  184  as center. Namely, the second threaded part  184  is substantially ellipsoidal in cross-section. 
   As shown in  FIG. 16  and  FIG. 17 , this adjustment pin  162  is inserted into the insertion hole  160  so as to be on the side of the projection  104  of the first rotating pulley  80   a , and a spring  186  (for example, a coil spring) is arranged at the shaft  180  inserted into the insertion hole  160 . The spring  186  is interposed between the body  158  and the nut  182  of the adjustment pin  162 , and the spring force of the spring  186  urges the adjustment pin  162  in a direction away from the body  158  (in the direction of arrow J). 
   Next, the adjustment pin  162  is mounted on the body  158  and the plate member  164  is fixed to the adjustment pin  162  by inserting the plate member  164  through the second threaded part  184  of the adjustment pin  162  inserted through the insertion hole  160  of the body  158  and screwing a nut  188  onto the end of the second threaded part  184 . 
   Further, by then screwing a disk-like switching handle  190  at the end of the first threaded part  178  and with the operator  140  (refer to  FIG. 3 ) then gripping and rotating the switching handle  190 , it is possible to rotate the adjustment pin  162  integrally coupled to the switching handle  190  with respect to the body  158  (in the direction of arrows M or L in  FIG. 12  and  FIG. 15 ). 
   On the other hand, at the outer peripheral surface of the shaft  180 , as shown in  FIG. 13 , a substantially U-shaped engaging channel  192  is formed to a prescribed depth. The engaging channel  192  is comprised of a first engaging channel (first channel)  194  extending a prescribed length along the direction of the second threaded part  184  from substantially a central part along the axial direction of the shaft  180 , a second engaging channel (second channel)  196  provided spaced by a prescribed angle (Q in  FIG. 15 ) along the first engaging channel  194  and the peripheral surface of the shaft  180 , and a coupling channel (third channel)  198  formed in an annular shape at the peripheral surface of the shaft  180  so as to link with other ends of the nut  182  at the first and second stopping channels  194  and  196 . The first and second stopping channels  194  and  196  are formed so as to extend towards the direction of the second threaded part  184 . 
   A length N along the axial direction of the second engaging channel  196  is formed so as to be longer than a length P along the axial direction of the first engaging channel  194 . 
   As shown in  FIG. 16  and  FIG. 17 , the end of the engaging pin  174  screwed in at the pin hole  172  during insertion through the insertion hole  160  of the body  158  is screwed in at the engaging channel  192  comprised of the first engaging channel  194 , second engaging channel  196  and a coupling channel  198 . Namely, because this engaging pin  174  is fixed to the body  58 , it is in a state where displacement in the axial direction (the direction of arrows J and K) and in the direction of rotation (the direction of arrows M and L in  FIG. 15 ) is restricted via the engaging channel  192  where the adjustment pin  162  is engaged with the engaging pin  174 . 
   Specifically, displacement along the direction of rotation of the adjustment pin  162  is restricted to within a range of rotation angles (Q in  FIG. 15 ) via the coupling channel  198  in a state of engagement with the engaging pin  174 , and displacement along the axial direction of the adjustment pin  162  is restricted to within a range of a length (N, P in  FIG. 13 ) along the respective axial directions in a state where the engaging pin  174  engages with the first engaging channel  194  and second engaging channel  196 . 
   As shown in  FIG. 15 , the plate member  164  is formed with a substantially ellipsoidal cross-section, with an engaging hole  200  (refer to  FIG. 14 ) that the second threaded part  184  of the adjustment pin  162  engages with being formed at one end, and a projection  166  (refer to  FIG. 14 ) projecting by just a prescribed length at the side of the first rotating pulley  80   a  being formed at the other end spaced a prescribed distance from the engaging hole  200 . A resilient member  168  of a substantially ellipsoidal shape comprised of a resilient material (for example, rubber) is fitted at the projection  166 . 
   The shape of the engaging hole  200  corresponds to the cross-sectional shape of the second threaded part  184  (refer to  FIG. 13 ) formed so as to be flat in parts. Because of this, the adjustment pin  162  and the plate member  164  engage in such a manner that movement in the rotation direction is restricted as a result of passing through the second threaded part  184  of the adjustment pin  162  so as to engage with the engaging hole  200 , so that the plate member  164  then rotates in an integrated manner when the adjustment pin  162  is made to rotate. In other words, relative rotation of the plate member  164  when the adjustment pin  162  is made to rotate is prevented. 
   Further, as shown in  FIG. 14 , at the other end of the plate member  164 , a recess  202  is formed to a prescribed depth so that a side surface on the opposite to the side surface where the projection  166  is formed faces towards the side of the projection  166 . 
   As shown in  FIG. 15 , in the case where the plate member  164  rotates in the direction of arrow L taking the adjustment pin  162  inserted through the body  158  as a fulcrum and the first engaging channel  194  of the adjustment pin  162  engages with the engaging pin  174  provided at the body  158 , the position of the projection  166  and resilient member  168  of the plate member  164  and the position of the screw hole  176  of the body  158  is substantially in a straight line (the two-dotted and dashed line in  FIG. 15 ). In other words, the recess  202  formed at the plate member  164  and the screw hole  176  of the body  158  are positioned facing each other (refer to  FIG. 14 ). The stopper bolt  170  screwed into the screw hole  176  is positioned in a rotational orbit of the recess  202  of the plate member  164  (refer to  FIG. 15 ) 
   On the other hand, in the case where the plate member  164  rotates taking the adjustment pin  162  as a fulcrum so that the second engaging channel  196  of the adjustment pin  162  engages with the engaging pin  174 , the other end of the plate member  164  at which the resilient member  168  is mounted rotates in the direction of arrow M, and the resilient member  168  projecting at the plate member  164  takes on a state of being positioned below the adjustment pin  162  (the solid line position in  FIG. 15 ). In other words, the stopper bolt  170  screwed into the screw hole  176  of the body  158  is put into a state opposite the first rotating pulley  80   a  (refer to  FIG. 12 ) as a result of the plate member  164  being rotatably displaced from a position facing the screw hole  176  of the body  158 . 
   Namely, the rotation angle (extent of rotation) of the adjustment pin  162  and the plate member  164  is set as a distance angle Q for between the first engaging channel  194  formed at the shaft  180  of the adjustment pin  162  and the second engaging channel  196 . 
   Further, as shown in  FIG. 14 , the adjustment pin  162  is always pushed in a direction (direction of arrow J) away from the body  158  as a result of the spring force of the spring  186  interposed between the nut  182  at the adjustment pin  162  and the body  158 . 
   Because of this, as shown in  FIG. 16 , when the engaging pin  74  engages with the first engaging channel  194  under the rotation action of the adjustment pin  162 , the adjustment pin  162  is displaced in a direction of arrow J away from the body  158  by just a length P (refer to  FIG. 13 ) along the axial direction of the first engaging channel  194  due to the spring force of the spring  186  under the engaging action of the engaging pin  174  and the first engaging channel  194 . 
   On the other hand, as shown in  FIG. 17 , when the engaging pin  174  engages with the second engaging channel  196  under the rotation action of the adjustment pin  162 , the adjustment pin  162  is displaced in a direction of arrow J away from the body  158  by just a length N (refer to  FIG. 13 ) along the axial direction of the second engaging channel  196  due to the spring force of the spring  186  under the engaging action of the engaging pin  174  and the second engaging channel  196 . 
   During this time, at the first engaging channel  194  and the second engaging channel  196 , as shown in  FIG. 13 , the length is different along the axial direction, and displacement along the axial direction of the adjustment pin  162  is therefore also different. Namely, the length N for the second engaging channel  196  is longer than the length P of the first engaging channel  194  (N&gt;P). The amount of displacement of the adjustment pin  162  when the engaging pin  174  is engaged with the second engaging channel  196  is therefore larger than the amount of displacement while the engaging pin  174  is engaged with the first engaging channel  194 . 
   As shown in  FIG. 14 , the stopper bolt  170  is screwed into the screw hole  176  (refer to  FIG. 15 ) of the body  158  with the stopper nut  204  screwed in. Then, after deciding upon a desired position by moving the along the axial direction with respect to the body  158  by screwing the stopper bolt  170 , the stopper nut  204  screwed between the head of the stopper bolt  170  and the body  158  is screwed in so as to make contact with the side surface of the body  158 . As a result, further displacement in the axial direction of the stopper bolt  170  is restricted by the stopper nut  204 , and loosening or detachment of the stopper bolt  170  can be prevented. 
   Further, as shown in  FIG. 14 , when the plate member  164  rotates so that the first engaging channel  194  of the adjustment pin  162  engages with the engaging pin  174  so that the recess  202  of the plate member  164  is positioned facing the screw hole  176 , the tip of the stopper bolt  170  is inserted into the recess  202 . The internal circumference of the recess  202  is substantially the same or slightly larger than the diameter of the tip of the stopper bolt  170 . 
   Namely, as a result of inserting the tip of the stopper bolt  170  in the recess  202  of the plate member  164 , it is possible to suppress deformation while the plate member  164  is pushed to the side of the stopper bolt  170  by the first rotating pulley  80   a  via the resilient member  168  provided at the projection  166  (refer to  FIG. 16 ). 
   In the above description, the plate member  164  and the stopper bolt  170  are provided next to each other. However, the present invention is by no means limited in this respect. When the stopper bolt  170  is not provided, the operator  140  grips the operating lever to ensure that the steering handle  28  and the operating lever come into contact to ensure latching. 
   Next, a description is given of the operation and operation results of the riding simulation device  150  having the switching mechanism  156  described above. 
   First, at the riding simulation device  150 , when simulation is carried out assuming the case of a motorcycle with an automatic transmission, the adjustment pin  162  at the switching mechanism  156  rotates so that the first engaging channel  194  engages with the engaging pin  174 , and the resilient member  168  of the plate member  164  adopts a position facing the first rotating pulley  80   a  as an initial state. 
   First, assuming a motorcycle with an automatic transmission, as shown in  FIG. 3 , a description is given for the case where an operator  140  grips an operation lever (not shown) functioning as a brake lever provided at the side of the left grip  36   a  so as to reduce speed of a motorcycle displayed on the display  128 . As shown in  FIG. 1 , the case where speed of a motorcycle displayed on the display  128  is reduced by gripping the brake lever  32  provided on the side of the right grip  36   b  at the steering handle  28  is the same as for the riding simulation device  10  of the first embodiment, and description thereof is omitted. 
   From the initial state described above, in order for the motorcycle to reduce speed, the operator  140  (refer to  FIG. 3 ) grips and rotates an operation lever (not shown) of the handle mechanism  12  (refer to  FIG. 1 ) over by a prescribed amount to the side of the steering handle  28  (refer to  FIG. 1 ), so that a wire  152  (refer to  FIG. 16 ) linked to the operation lever is tensioned under the rotating action of the operation lever. 
   As shown in  FIG. 16 , the wire  152  tensioned by the operation lever is tensioned in the direction of arrow C via a channel  126   b  of the cable holder  124 . The first rotating pulley  80   a  linked to the wire  152  via the wire latch member  102  is then rotated in a direction towards the rear of the simulation device  150  (direction of arrow B) integrally with the shaft  94  supported at the detecting body  78   a  (refer to 
     FIG. 12 ) against the spring force of the first return spring  82 . 
   The projection  104  is rotated in a direction (the direction of arrow B) towards the resilient member  168  installed at the plate member  164 , and the projection  104  of the first rotating pulley  80   a  comes into contact with the end surface of the resilient member  168 . 
   Further, the contacting surface of the projection  104  of the first rotating pulley  80   a  presses the resilient member  168  of the switching mechanism  156  towards the projection  166  (refer to  FIG. 14 ) as a result of the operator  140  (refer to  FIG. 3 ) increasing operating force of the operation lever, and the projection  104  presses and deforms the resilient member  168  while rotating. 
   Finally, the first rotating pulley  80   a  rotates up to a position where the resilient member  168  pressed by the projection  104  no longer deforms so that the rotation operation is stopped. Namely, the plate member  164  is attached to the resilient member  168 , and the resilient member  168  and the plate member  164  function as the first stopper  84   a  for limiting the rotation of the first rotating pulley  80   a.    
   In this way, in the case of simulation assuming a motorcycle with an automatic transmission, the adjustment pin  162  and the plate member  164  are rotated in an anti-clockwise direction (the direction of arrow L in  FIG. 15 ) via the switching handle  190 , and the resilient member  168  fitted to the plate member  164  is moved to a position facing the first rotating pulley  80   a . Because of this, after the first rotating pulley  80   a  is rotated through a prescribed angle under the tensioning operation of the wire  152  coupled to the operation lever as a result of the operator  140  gripping the operation lever (not shown) provided at the left grip  36   a  of the handle mechanism  12 , the projection  104  of the first rotating pulley  80   a  makes contact with the resilient member  168  so as to press the resilient member while rotating (refer to  FIG. 16 ). 
   As a result, as with the riding simulation device  10  according to the first embodiment, by changing reaction force applied to the operation lever after the projection  104  of the first rotating pulley  80   a  comes into contact with the resilient member  168 , it is possible to simulate a feeling when braking that is much similar to the operation feeling of reducing speed as a result of gripping the brake lever of an actual motorcycle provided with an automatic transmission, and a simulated experience that is much closer to that of the brake operation feeling of an actual motorcycle can be obtained. 
   Next, a description is given of the case performed by the riding simulation device  150  of switching over from a brake operation feeling obtained via an operation lever while carrying out simulation assuming a motorcycle with an automatic transmission to a clutch operation feeling obtained using an operation lever of a motorcycle with a manual transmission using the switching mechanism  56  in the case of carrying out simulation assuming the case of a motorcycle fitted with a manual transmission. The clutch operation feeling herein means feeling of the operator  140  in the following operation. The operator  140  grips the operation lever to apply a substantially constant operation force to the operation lever. When the operation force reaches a predetermined level, the displacement of the operation lever stops. 
   First, when the operator  140  (refer to  FIG. 3 ) is not gripping the operation lever (not shown), the operator  140  grips the switching handle  190  of the switching mechanism  156  and applies pressure towards the side of the first rotating pulley  80   a  (the direction of arrow K in  FIG. 17 ). During this time, the first engaging channel  194  at the adjustment pin  162  is in an engaging state (refer to  FIG. 14  and  FIG. 16 ) at the engaging pin  174  fixed to the body  158 . 
   The adjustment pin  162  linked to the switching handle  190  is then moved to the side of the first rotating pulley  80   a  (the direction of arrow K) against the spring force of the spring  186 , and the adjustment pin  162  is displaced along the first engaging channel  194  engaging with the engaging pin  174 . Further movement along the axial direction of the adjustment pin  162  is therefore restricted as a result of the second engaging pin  174  making contact with the wall surface of the coupling channel  198 , coupling with the first engaging channel  194 . 
   The plate member  164  through which the end of the stopper bolt  170  is inserted via the recess  202  is such that the recess is spaced away from the end of the stopper bolt  170  as a result of the adjustment pin  162  being displaced in the direction of arrow K. As a result, the rotation and displacement control state of the plate member  164  restricted by the engaging of the end of the stopper bolt  170  and the recess  202  is released. 
   Next, as shown in  FIG. 12 , the adjustment pin  162  and the plate member  164  rotate in a clockwise direction (in the direction of arrow M in  FIG. 15 ) with the engaging pin  174  in a state of engagement at the coupling channel  198  of the adjustment pin  162  as a result of the switching handle  190  being made to rotate in a clockwise direction (in the direction of arrow M). 
   Then, as shown in  FIG. 17 , after the engaging pin  174  comes into contact with the wall surface of the second engaging channel  196  under the rotating action of the adjustment pin  162 , the switching handle  190  and adjustment pin  162  are moved in a spaced direction (the direction of arrow J) from the body  158  by the spring force of the spring  186  as a result of the operator  140  (refer to  FIG. 3 ) releasing pressure urging the switching handle  190  to the side of the body  158  (the direction of arrow K). 
   During this time, the adjustment pin  162  is engaged with the engaging pin  174  via the second engaging channel  196 . The adjustment pin  162  is therefore displaced along the axial direction by just the length N (refer to  FIG. 13 ) of the second engaging channel  196 , and the end of the second engaging channel  196  is latched in an engaged state. 
   As a result, as shown in  FIG. 15 , the adjustment pin  162  is rotated through just a prescribed angle Q in a clockwise direction (in the direction of arrow M) integrally with the plate member  164 , and the resilient member  168  of the plate member  164  is positioned below the adjustment pin  162 . 
   Further, in the case where the engaging pin  174  is engaged with the second engaging channel  196 , at the engaging channel  192  of the adjustment pin  162 , the length N (refer to  FIG. 13 ) of the second engaging channel  196  is longer along the axial direction than the length P (refer to  FIG. 13 ) of the first engaging channel  194  (N&gt;P). Therefore, compared to the case where the engaging pin  174  engages with the end of the first engaging channel  194 , so that the resilient member  168  of the plate member  164  and the stopper bolt  170  are substantially along a straight line, the displacement along the direction of arrow J of the adjustment pin  162  is large by just the difference (|N−P|) of the lengths of the first engaging channel  194  and the second engaging channel  196 . Namely, the adjustment pin  162  and the plate member  164  are such that there is a large space provided from the first rotating pulley  80   a  compared with the case where the resilient member  168  faces the first rotating pulley  80   a.    
   Then, as a result of the resilient member  168  of the plate member  164  being displaced from a position (two-dotted chain line position in  FIG. 15 ) facing the first rotating pulley  80   a  to a position below the adjustment pin  162  (the solid line position in  FIG. 15 ) via the switching mechanism  156 , the stopper bolt  170  adopts a position facing the first rotating pulley  80   a , i.e. a state where a clutch operation feeling similar to that of a motorcycle with a manual transmission is switched over to (refer to  FIG. 17 ). A description is now given of where, at the riding simulation device  150  where switching takes place via the switching mechanism  156  so that stopper bolt  170  is opposite in a position facing the first rotating pulley  80   a , the operator  140  grips an operation lever functioning as a clutch lever by a prescribed amount so that the motorcycle displayed on the display  128  is made to undergo a speed change operation. 
   With the speed change operation in the aforementioned motorcycle, the operator  140  (refer to  FIG. 3 ) grips and rotates the operation lever (not shown in the drawings) of the handle mechanism  12  (refer to  FIG. 1 ) a prescribed amount to the side of the steering handle  28  (refer to  FIG. 1 ) so that the wire  152  coupled to the operation lever is tensioned under the rotating operation of the operation lever. 
   Next, as shown in  FIG. 17 , the first rotating pulley  80   a  linked to the wire  152  tensioned by the operation lever is rotated in a direction towards the rear (the direction of arrow B) of the simulation device  150  together with the shaft  94  under the resistance of spring force of the first return spring  82 . 
   Next, the projection  104  is rotated through a prescribed angle in a direction (the direction of arrow B) towards the stopper bolt  170  and the projection  104  of the first rotating pulley  80   a  comes into contact with the end surface of the stopper bolt  170  so as to be stopped (refer to  FIG. 17 ). After the speed change operation of the motorcycle is complete, the operator  140  releases grip on the operation lever, so that the first rotating pulley  80   a  is rotated by the spring force of the first return spring  82 , and the operation lever returns to a state of being away from the left grip  36   a  (refer to  FIG. 1 ). 
   In this way, in the case of carrying out simulation assuming a motorcycle with a manual transmission, as a result of causing the adjustment pin  162  and the plate member  164  to rotate in a clockwise direction (the direction of arrow M) via the switching handle  190 , the resilient member  168  fitted at the plate member  164  is rotatably displaced so as to be positioned below the adjustment pin  162  from a position facing the first rotating pulley  80   a , so that switching takes place in such a manner that the first rotating pulley  80   a  and the stopper bolt  170  of the switching mechanism  156  are positioned facing each other (refer to  FIG. 12 ). 
   As a result, when the operator  140  (refer to  FIG. 3 ) grips the operation lever, the first rotating pulley  80   a  is caused to rotate via the wire  152 , and a substantially fixed reaction force is applied to the operation lever until the projection  104  of the first rotating pulley  80   a  makes contact with the end surface of the stopper bolt  170 . Because of this, an operation feeling similar to the feeling of an operation while changing speed by gripping a clutch lever of an actual motorcycle with a manual transmission is obtained, and a simulated experience can be realized with a clutch operation feeling that is much closer to the feeling of an actual motorcycle. 
   As a result of the resilient member  168  mounted on the plate member  164  being rotatably displaced to a position facing the first rotating pulley  80   a  by the switching mechanism  156 , again it is possible to perform switching over to obtain an operation feeling similar to the brake operation feeling of an actual motorcycle with an automatic transmission. 
   In the second embodiment of the present invention described above, by using the switching mechanism  156  provided at the upper part of the cross-frame  56  in the case of simulation assuming a motorcycle with an automatic transmission, the resilient member  168  fitted to the plate member  164  is displaced to a position opposite the first rotating pulley  80   a  under the rotating action of the adjustment pin  162 , and as a result of the first rotating pulley  80   a  and the resilient member  168  coming into contact under the rotating action of the first rotating pulley  80   a , it is possible to obtain a brake operation feeling close to that of an actual motorcycle. 
   On the other hand, it is also possible to obtain a clutch operation feeling close to that of an actual motorcycle as a result of, in the case of simulation assuming a motorcycle fitted with a manual transmission, the plate member  164  fitted to the resilient member  168  being rotatably displaced under the rotating operation of the adjustment pin  162  and making the stopper bolt  170  of the switching mechanism  156  and the first rotating pulley  80   a  face each other, and due to the first rotating pulley  80   a  and the stopper bolt  170  coming into contact under the rotating operation of the first rotating pulley  80   a.    
   It is therefore possible to switch over between the brake operation feeling given by a motorcycle with an automatic transmission using an operation lever and a clutch operation feeling for a motorcycle with a manual transmission by having the adjustment pin  162  and the plate member  164  rotate via the switching handle  190  coupled to the end of the adjustment pin  162 . 
   It is therefore possible to experience a clutch operation feeling when carrying out a speed change operation on a motorcycle with a manual transmission and a brake operation feeling when carrying out a speed reducing operation for a motorcycle with an automatic transmission as simulated experiences using a single riding simulation device  150 . 
   Although there have been disclosed what are the present embodiments of the invention, it will be understood that variations and modifications may be made thereto without departing from the spirit of scope of the invention as indicated by the appended claims.