Source: http://www.allindianpatents.com/patents/215845-riding-simulation-device
Timestamp: 2018-10-21 16:37:19
Document Index: 7627633

Matched Legal Cases: ['art 132', 'art 132', 'art 132', 'art 166', 'art 184', 'art 184', 'art 184']

Indian Patents. 215845:"RIDING SIMULATION DEVICE"
"RIDING SIMULATION DEVICE"
To provide a riding simulation device capable of simulating an experience of an operation feeling when an operator operates an operation lever that is similar to that of an actual motorcycle. [SOLUTION] A handle mechanism for enabling an operator to perform operations is supported in a freely rotatable manner at a frame body, and a brake lever for reducing speed is provided at the handle mechanism. The brake lever is connected to a second rotating pulley 88 of a second detector via a brake wire 70, and a resilient member 114 is further pressed while the second rotating pulley is being rotated after the second rotating pulley 88 is rotated by operation of the brake lever so as to come into contact with the resilient member 114 of a second stopper 92.
DESCRIPTION RIDING SIMULATION DEVICE
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.
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.
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.
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. 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.
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 34a and 34b at which a clutch lever 30 and brake lever 32 are held with respect to the steering handle 28, and a left grip 36a and right grip 36b respectively fitted to the ends of the steering handle 28. The left grip 36a and the right grip 36b are covered with rubber etc.
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 left grip 36a is installed at the left end of the steering handle 28. Similarly, the right grip 36b is installed at the right end of the steering handle 28, with the right grip 36b 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 36b back.
The lever connecting unit 34a 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 34a.
The clutch lever 30 is axially supported in a freely rotating manner with respect to the lever connecting unit 34a, 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).
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 34b 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 34b, 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 42a 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 42a are formed at the pair of fitting flanges 38a formed at the steering stem 24. A harness 53 connecting the left grip 36a (refer to FIG. 1) and the right grip 36b (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 42a.
For example, a harness 53 outputting a rotation amount of the right grip 36b (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 36a (refer to FIG. 1) and the right grip 36b (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 42a of the fitting flange 38a, and the pair of holders 26 are fitted from the upper part of the fitting flange 38a. By then fastening the bolts 40 with the steering handle 28 engaging with the recess 42b of the holder 26, the steering handle 28 is sandwiched between the fitting flange 38a 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.
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 38a of the steering stem 24 and the holder 26.
The frame body 14 is comprised of three first to third main frames 52a, 52b, 52c coupled spaced at equal angles
using a cylindrical section 44 through which the stem member 46 is inserted, a pair of subframes 54a, 54b 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 52a and 52b, a cross-frame 56 mutually coupling front ends of the subframes 54a, 54b, and a coupling frame 58 linking between the first and second main frames 52a, 52b. The coupling frame 58 is provided substantially parallel with the lower part of the cross-frame 56.
The first to third main frames 52a to 52c are arranged spaced at equal angles taking the cylindrical section 44 as center, and the first and second main frames 52a and 52b 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 52a and 52b 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 52a and 52b and respectively screwing into the ends of the first and second main frames 52a and 52b, 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 52a and 52b.
The third main frame 52C arranged between the first and second main frames 52a and 52b 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 54a 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 54b 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 36b fitted to the steering handle 28 via a throttle wire 74 is provided at the upper surface of the third main frame 52c coupled to the cross-frame 56.
As shown in FIG. 4, this first detector 68 is comprised of a detecting body 78a fixed to the subframe 54a via bolts 40, a first rotating pulley 80 axially supported in a freely rotating manner with respect to the detecting body 78a, a first return spring 82 interposed between the detecting body 78a and the first rotating pulley 80, and a first stopper 84 for limiting a rotating operation of the first rotating pulley 80.
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 78a. 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 78a.
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 78b fixed via a bolt 40 to the subframe 54b similarly to the first detector 68, a second rotating pulley 88 axially supported in a freely rotating manner with respect to the detecting body 78b, a second return spring 90 interposed between the detecting body 78b 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 78b, 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 78b.
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 78b (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.
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 126c of the cable holder 124.
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 78b 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 pin member 112 is provided so as to be
substantially orthogonal with respect to the shaft 94.
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 78c fixed to the third main frame 52c 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 78c. Further, one end of the throttle wire 74 is connected to the right grip 36b, 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 78c, 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 78c.
Further, at the upper surface of the third main frame 52c, 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 126a 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 126b 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 126c formed at the left side of the cable holder 124.
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 54a and 54b 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 54a, 54b and the retaining member 64 of the
stopper mechanism 60, and the simulation device 10 is fixed to the table 130 by the subframes 54a, 54b 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 Conversely, when the inclination angle A of the axis 117 of the stem member 46 is set in excess of 65° (A > 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° .
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 36b of the steering handle 28 with the right hand, and takes hold of the left grip 36a of the steering handle 28 with the left hand.
Then, the operator 140 operates the right grip 36b 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 36b, 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 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 126c 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 78b (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.
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° .
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.
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).
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.
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.
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 54a, 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.
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 54a, 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.
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 80a, 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
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.
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. 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 80a 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.
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 80a (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.
Because of this, as shown in FIG. 16, when the engaging pin 174 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 > 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.
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 80a via the resilient member 168 provided at the projection 166 (refer to FIG. 16).
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 80a 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 36a 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 36b 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. I), 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 126b of the cable holder 124. The first rotating pulley 80a 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 78a (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 80a 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 80a 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 80a 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 84a for limiting the rotation of the first rotating pulley 80a.
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 anticlockwise 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 80a. Because of this, after the first rotating pulley 80a 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 36a of the handle mechanism 12, the projection 104 of the first rotating pulley 80a 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 80a 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 80a (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 80a (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.
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 > 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 80a compared with the case where the resilient member 168 faces the first rotating pulley 80a.
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 80a 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 80a, 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 80a, 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
Next, as shown in FIG. 17, the first rotating pulley 80a 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 80a 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 80a 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 36a (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 80a, so that switching takes place in such a manner that the first
rotating pulley 80a 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 80a 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 80a 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 80a 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 80a under the rotating action of the adjustment pin 162, and as a result of the first rotating pulley 80a and the resilient member 168 coming into contact under the rotating action of the first rotating pulley 80a, 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 80a face each other, and due to the first rotating pulley 80a and the stopper bolt 170 coming into contact under the rotating operation of the first rotating pulley 80a.
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.
1. A riding simulation device for displaying a traveling background as an image on a display (128) so as to give a simulated experience of riding on a motorcycle based on operations by an operator (140) comprising:
a handle mechanism (12) grasped and operated by the operator (140):
a brake lever provided at the handle mechanism (12), for causing the motorcycle to decelerate as a result of grasping by the operator (140);
a reaction force adjusting mechanism for adjusting the rate of change of a reaction force exerted in opposition to a force applied to the brake lever when the operator (140) grasps the brake lever to decelerate the motorcycle;
a rotating member (88) connected to the brake lever such that the rotating member (88) is pulled by a wire connected to the brake lever, and rotates bya. predetermined/angle; and specialingthe angle
a stopper mechanism (92) for limiting rotation of the rotating member (88),
wherein the reaction force adjusting mechanism is provided at a contact part between the rotating member (88) and the stopper mechanism (92),
the reaction force adjusting mechanism includes a resilient member (114) which is deformed under pressure when the rotating member (88) contacts the resilient member (114), and
the rotating member (88) includes a spring (90) for generating elastic force exerted in a direction opposite to a direction in which the rotating member (88) rotates by the wire, the spring (90) being wrapped around an outer periphery of the rotating member (88).
2, A riding simulation device as claimed in claim l wherein the
handle mechanism (12) is rotatable about a shaft(46), and an axjs-fii7) of the shaft (46) is inclined at an angle ,0f 45° to 65° towards said operator (140) from a vertical plane (1 19).
3. A riding simulation device as claimed in claim 2, wherein the axis (117) of the shaft (46) of the handle mechanism (12) is inclined at an angle of 50° to 60° towards the operator (140) from the vertical plane (119).
4. A riding simulation device for displaying a traveling background as an image on a display (128) so as to give a simulated experience of riding on a motorcycle based on operations by an operator (140) comprising:
a handle mechanism (12) grasped and operated by the operator (140);
an operation lever (30) provided at the handle mechanism (12), the operation lever (30) being grasped by said operator (140) for shifting transmission of the motorcycle when transmission is shifted manually, and decelerating the motorcycle when transmission of the motorcycle is shifted automatically;
a rotating member (80a) connected to the brake lever such that the rotating member (80a) rotates based on operation of the operation lever (30);
a stopper mechanism (84a) including a first stopper member (164) and a second stopper member (170) for limiting rotation of the rotating member (80a), the first stopper member (164) limiting rotation of the rotating member (80a) using a resilient member (168) provided at a contact part between the rotating member (80a) and the first stopper member (164) when braking operation is performed by the operator (140), the second stopper member (170) coming in contact with the rotating member (80a) for limiting rotation of the rotating member (80a) when transmission of the motorcycle is shifted manually; and
a switching mechanism (156) for switching between the first stopper member (164) and the second stopper member (170) depending on whether transmission of the motorcycle is shifted automatically or manually.
5.	A riding simulation device as claimed in claim 4, wherein the
switching mechanism (156) includes a body (158) and a rotation shaft
(162) rotatably supported in an insertion hole (160) of the body (158),
and connected to the first stopper member (164).
6.	A riding simulation device as claimed in claim 5, wherein a U-
shaped engaging channel (192) is formed on an outer circumferential
surface of the rotation shaft (162), and an engaging member (174)
attached to the body (158) is constantly in engagement with the engaging
channel (192).
7.	A riding simulation device as claimed in claim 6, the engaging
channel (192) including:
a first channel (194) formed along an axis of the rotation shaft (162);
a second channel (196) formed in parallel to, and spaced at a predetermined distance from the first channel (194); and
a third channel (198) formed in perpendicular to the first and second channels (194, 196) for connecting an end of the first channel (194) and an end of the second channel (196).
8.	A riding simulation device as claimed in claim 5, wherein a
projection (166) is formed on one side surface of the first stopper member
(164), the resilient member (168) is attached to the projection (166) and a
recess (202) is formed on the other opposite side surface of the first
stopper member (164) such that the projection (166) and the recess (202)
are aligned coaxially; and
the second stopper member (170) is positioned in a rotational orbit of the projection (166) and the recess (202) when the first stopper member (164) rotates by rotation of the rotation shaft (162).
9.	A riding simulation device as claimed in claim 8, wherein the
second stopper member (170) is inserted in the recess (202) of the first
stopper member (164) when the projection (166) and the second stopper
member (170) are positioned coaxially by rotation of the first stopper
member (164).
10.	A riding simulation device as claimed in claim 5, wherein the
handle mechanism (12) is rotatable about a shaft (46), and an axis (117)
of the shaft (46) is inclined at an angle of 45° to 65° towards said
operator (140) from a vertical plane (119).
11.	A riding simulation device as claimed in claim 10, wherein the axis
(117) of the shaft (46) of the handle mechanism (12) is inclined at an
angle of 50° to 60° towards the operator (140) from the vertical plane
12.	A riding simulation device for displaying a traveling background as
an image on a display (128) so as to give a simulated experience of riding
on a motorcycle based on operations by an operator (140) comprising:
a first operation lever (32) provided at the handle mechanism (12), for causing the motorcycle to decelerate as a result of grasping by the operator (140); and
a second operation lever (30) provided at the handle mechanism (12), the second operation lever (30) being grasped by said operator (140) for shifting transmission of the motorcycle when transmission of the motorcycle is shifted manually, and decelerating the motorcycle when transmission of the motorcycle is shifted automatically;
first and second rotating members (88, 80a) connected respectively to the first and second operation levers (32, 30) such that
the rotating members (88, 80a) rotate based on operation of the first and second operation levers (32, 30);
first and second stopper mechanisms (92, 84a) for limiting rotation of the first and second rotating members (88, 80a), the second stopper mechanism (84a) including first and second stopper members (164, 170);
a switching mechanism (156) for switching between the first stopper member (164) and the second stopper member (170) depending on whether transmission of the motorcycle is shifted automatically or manually; and
a reaction force adjusting mechanism for adjusting the rate of change of a reaction force exerted in opposition to a force applied to the first operation lever (32) when the operator (140) grasps the first operation lever (32), and adjusting the rate of change of a reaction force exerted in opposition to a force applied to the second operation lever (30), in carrying out automatic shifting of transmission of the motorcycle.
13. A riding simulation device as claimed in claim 12, wherein the reaction force adjusting mechanism includes a first resilient member (114) and a second resilient member (168);
the first resilient member (114) is provided at a contact part between the first rotating member (88) and the first stopper mechanism (92), and deformed under pressure when the first rotating member (88) contacts the first resilient member (114); and
the second resilient member (168) is provided at a contact part between the second rotating member (80a) and the second stopper mechanism (92), and deformed under pressure when the second rotating member (80a) contacts the second resilient member (168).
14 A riding simulation device as claimed in claim 12, wherein the first rotating members (88) is pulled by a wire (70) connected to the first
operation lever (32), and rotates by a predetermined angle, and the second rotating members (80a) is pulled by a wire (152)
connected to the second operation lever (30), and rotates by a predetermined angle; and
the first rotating member (88) includes a spring (90) for generating elastic force exerted in a direction opposite to a direction in which the first rotating member (88) rotates, and the second rotating member (80a) includes a spring (82) for generating elastic force exerted in a direction opposite to a direction in which the second rotating member (80a) rotates.
15	A riding simulation device as claimed in claim 12, wherein the
16	A riding simulation device as claimed in claim 15, wherein a
(164), the resilient member (168) is attached to the projection (166), and
a recess (202) is formed on the other opposite side surface of the first
17	A riding simulation device as claimed in claim 16, wherein the
18 A riding simulation device as claimed in claim 12, wherein the handle mechanism (12) is rotatable about a shaft (46), and an axis (117) of the shaft (46) is inclined at an angle of 45° to 65° towards said operator (140) from a vertical plane (119).
19. A riding simulation device as claimed in claim 18, wherein the axis (117) of the shaft (46) of the handle mechanism (12) is inclined at an angle of 50° to 60° towards the operator (140) from the vertical plane (119).
3242-DELNP-2005-Abstract-(27-02-2008).pdf
3242-delnp-2005-abstract.pdf
3242-DELNP-2005-Claims(23-1-2008).pdf
3242-DELNP-2005-Claims-(27-02-2008).pdf
3242-delnp-2005-claims.pdf
3242-DELNP-2005-Correspondence-Others(23-1-2008).pdf
3242-DELNP-2005-Correspondence-Others-(27-02-2008).pdf
3242-delnp-2005-correspondence-others.pdf
3242-delnp-2005-description (complete).pdf
3242-delnp-2005-drawings.pdf
3242-delnp-2005-form-1.pdf
3242-delnp-2005-form-18.pdf
3242-DELNP-2005-Form-2(23-1-2008).pdf
3242-DELNP-2005-Form-2-(27-02-2008).pdf
3242-delnp-2005-form-2.pdf
3242-DELNP-2005-Form-3(23-1-2008).pdf
3242-delnp-2005-form-3.pdf
3242-delnp-2005-form-5.pdf
3242-delnp-2005-gpa.pdf
3242-delnp-2005-pct-301.pdf
3242-delnp-2005-pct-304.pdf
3242-delnp-2005-pct-search report.pdf
3242/DELNP/2005
1-1, MINAMI - AOYAMA 2-CHOME, MINATO - KU, TOKYO 107-8556, JAPAN,
1 YOHEI MAKUTA C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1 CHOME, WAKO - SHI SAITAMA 351-0193, JAPAN
2 YUKIO MIYAMARU, C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1 CHOME, WAKO - SHI SAITAMA 351-0193, JAPAN
3 FUTOSHI MIYAKAWA, C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1 CHOME, WAKO - SHI SAITAMA 351-0193, JAPAN
4 SADANAO ICHIMI C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1 CHOME, WAKO - SHI SAITAMA 351-0193, JAPAN
5 KYOHEI UEDA, C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1 CHOME, WAKO - SHI SAITAMA 351-0193, JAPAN
PCT/JP2004/001474
1 2003-36173 2003-02-14 Japan
2 2003-37407 2003-02-14 Japan
3 2003-361146 2003-10-21 Japan