JP2002145168A - Vehicle with auxiliary power unit and control method therefor - Google Patents

Vehicle with auxiliary power unit and control method therefor

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Publication number
JP2002145168A
JP2002145168A JP2000350862A JP2000350862A JP2002145168A JP 2002145168 A JP2002145168 A JP 2002145168A JP 2000350862 A JP2000350862 A JP 2000350862A JP 2000350862 A JP2000350862 A JP 2000350862A JP 2002145168 A JP2002145168 A JP 2002145168A
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Prior art keywords
vehicle
unit
auxiliary power
speed
regenerative braking
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JP2000350862A
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Japanese (ja)
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JP4608764B2 (en )
Inventor
Hiroyuki Nakada
Masato Tanida
広之 中田
正人 谷田
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Matsushita Electric Ind Co Ltd
松下電器産業株式会社
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL
    • B60L11/00Electric propulsion with power supplied within the vehicle
    • B60L11/18Electric propulsion with power supplied within the vehicle using power supply from primary cells, secondary cells, or fuel cells
    • B60L11/1801Electric propulsion with power supplied within the vehicle using power supply from primary cells, secondary cells, or fuel cells combined with an external power supply
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL
    • B60L7/00Electrodynamic brake systems for vehicles in general
    • B60L7/22Dynamic electric resistor braking, combined with dynamic electric regenerative braking
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL
    • B60L2200/00Type of vehicles
    • B60L2200/12Bikes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LELECTRIC EQUIPMENT OR PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES, IN GENERAL
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/10Vehicle control parameters
    • B60L2240/12Speed
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7005Batteries

Abstract

PROBLEM TO BE SOLVED: To realize a safety regenerative braking without requiring the troublesome operation of a lever or the like because the determination of a regenerative braking quantity in proportion to the operation quantity of the lever or the like or the operation of the regenerative braking quantity so as to make the actual vehicle speed follow a desired vehicle speed, which is so far performed as a regenerative braking method for a vehicle with electric power unit often, causes an extremely dangerous sudden braking in the vehicle on a down slope. SOLUTION: This method comprises a process S1 for detecting the manual drive force of a vehicle traveling part; a process S3 for detecting the speed of the vehicle traveling part; a process S4 for detecting the acceleration thereof; a process S5 for calculating the traveling resistance of the vehicle traveling part from the detected manual drive force, speed and acceleration; and a process of imparting the regenerative braking force to an auxiliary power drive part when the calculated traveling resistance is a negative value.

Description

【発明の詳細な説明】 DETAILED DESCRIPTION OF THE INVENTION

【0001】 [0001]

【発明の属する技術分野】本発明は、人力と補助動力装置による補助動力とを用いて、駆動する補助動力装置付き車輌とその制御方法に関するものである。 The present invention relates to, using the auxiliary power according to human power and the auxiliary power unit, those driving assist power unit with the vehicle and a control method thereof.

【0002】 [0002]

【従来の技術】近年、電動モータなどの既知の駆動装置を補助動力装置として装備し、当該補助動力装置による補助動力を操作者や使用者などによる人力駆動力に加えて作用させ、走行、駆動する補助動力装置付き車輌が知られている。 In recent years, a known drive device, such as an electric motor equipped as auxiliary power unit, to act in addition to the human power auxiliary power by the auxiliary power unit due to operator or user, running, driving assisting power apparatus with a vehicle which is known. 具体的に言えば、例えば操作者がペダルを踏むことにより生じるペダル踏力(回転力)、あるいはハンドリムを回すことにより生じる回転力に、電動モータを駆動することにより生じる補助動力を加えて、車輪を回転させ走行する電動モータ付き自転車、電動モータ付き車椅子または荷物搬送車がある。 Specifically, for example, operator pedal effort caused by pedaling (rotational force), or the rotational force generated by turning the hand rim, the addition of auxiliary power generated by driving the electric motor, the wheels bicycle with electric motor for traveling is rotated, there is an electric motor with a wheelchair or cargo transport vehicle.

【0003】このような補助動力装置付き車輌でも、下り坂で減速させる場合は、機械的に車輪を拘束する方式が通常用いられている。 [0003] Even in such an auxiliary power unit with the vehicle, if the decelerating downhill, a method of restraining the mechanical wheels are commonly used. このような方式では、位置エネルギーが車輪拘束部分での発熱により消費され、補助駆動装置のバッテリー等には位置エネルギーが戻ってこない。 In this way, the potential energy is consumed by the heat generated in the wheel restraint portion, the battery or the like of the auxiliary drive does not return the position energy. そこで、モータに通常に補助する場合と逆の電流(ACモータの場合は位相反転した電流、以後回生電流と呼ぶ)を流し、モータを発電動作させることにより、 Therefore, (current phase-inverted in the case of AC motors, hereafter regenerative current hereinafter) reverse current in the case of assisting the normal motor by flowing, thereby generating operation of the motor,
回生制動(ブレーキ)を用いることが考えられる。 It is conceivable to use the regenerative braking (brake). 回生制動では、バッテリーに回生電流が戻るため、バッテリーが充電される。 In the regenerative braking, the regenerative current returns to the battery, the battery is charged. このことにより、省エネルギーが実現され、同じバッテリー容量でも、回生制動を用いない場合に比べ、補助動力を有効にした走行距離を飛躍的に伸ばすことが可能となる。 Thus, energy saving is realized, even with the same battery capacity, compared with the case of not using the regenerative braking, the travel distance to enable the auxiliary power becomes possible to extend dramatically.

【0004】従来の補助動力装置付き車輌で回生制動を用いている例としては、特開平9−254861号公報や特開平10−81290公報に開示されたように、制動力を操作するレバーの操作量に比例して回生制動量を決定するか、所望の車速に対して実車速を追従させるように回生制動量を操作しているものなどがある。 [0004] Examples of using a regenerative braking in conventional auxiliary power unit with a vehicle, as disclosed in Japanese and Hei 10-81290 JP-A-9-254861, an operation lever for operating the braking force or determining the regenerative braking amount in proportion to the amount, and the like which is operating the regenerative braking amount so as to follow the actual vehicle speed to a desired vehicle speed.

【0005】また別の発明として特願平10−1471 [0005] As another aspect of the present invention Japanese Patent Application No. 10-1471
50に記載の発明に、補助動力装置付き車輌の走行抵抗を検出し、走行抵抗が正(上り坂)の場合に検出した走行抵抗に応じた補助動力を車輌に与えるものがある。 The invention described in 50, the running resistance of the auxiliary power unit with the vehicle detected, there is provide auxiliary power in accordance with the travel resistance detected when the running resistance is positive (uphill) to the vehicle.

【0006】 [0006]

【発明が解決しようとする課題】しかしながら、特開平9−254861号公報に記載の補助動力装置付き車輌では、前記の制動力を操作するレバー(ブレーキレバー)の操作量に比例して回生制動量を決定するため、運転者が意識して制動をかける必要があり、自動車のエンジンブレーキのように自動的には制動がかからない。 [0007] However, in the auxiliary power unit with a vehicle described in Japanese Patent Laid-Open No. 9-254861, the regenerative braking amount in proportion to the operation amount of the lever for operating the braking force of the (brake lever) to determine the, it is necessary to apply a braking aware the driver, automatically is not to apply braking as automobile engine brake. つまり下り坂において、人がレバーを操作しなければ車輌には回生制動が作用せずバッテリーの消耗を削減することはできない。 That is, in the downhill, people are not able to reduce the consumption of the battery does not act regenerative braking on the vehicle is to be operated the lever.

【0007】さらに、操作レバー(ブレーキレバー)が回生制動のスイッチと機械制動のブレーキレバーとを兼ねているので、機械制動が回生制動より早く作動する場合がある。 [0007] In addition, since the operation lever (brake lever) also serves as a brake lever of the switch and the mechanical braking of regenerative braking, there is a case in which mechanical braking is activated earlier than the regenerative braking. この場合は、回生制動力が不十分になり、機械制動による熱損失が不必要に大きくなり、その分回生電流量が減少し、走行距離を伸ばすには不利となる。 In this case, the regenerative braking force becomes insufficient, the heat loss due to mechanical braking is unnecessarily large, correspondingly regenerative current amount is reduced, which is disadvantageous to extend the running distance.

【0008】また、特願平10−81290に記載の補助動力装置付き車輌では、操作レバー(ブレーキレバー)を作動しない場合の、回生制動力を車輌に作用させる方法が示されている。 [0008] In the auxiliary power unit with a vehicle according to Japanese Patent Application No. 10-81290, when not operated the operating lever (brake lever), a method for applying a regenerative braking force to the vehicle is shown.

【0009】この方法のフローチャートを図6に示す。 [0009] illustrates a flow chart of the method in FIG.
まず、人が設定した目標車速等のパラメーターを初期設定する(100)、その後モータの信号電圧と制動信号と目標車速を読み取る(102)。 First, initialize the parameters of the target vehicle speed set by the human (100), then reads the motor of the signal voltage and the braking signal and the target vehicle speed (102). 次に、操作レバーでブレーキを作動させているかを判断し(104)、ブレーキを作動させていなければ目標速度と実速度の差ΔV Next, it is determined whether the brakes are operated by the operation lever (104), unless by operating the brake target speed and actual speed difference ΔV
を算出する(106)。 It is calculated (106). 求めた差ΔVにもとづいてモータトルクをサーチし(108)、サーチした値にもとづいてモータに正トルク又は負トルク(回生制動)を発生させる(112)。 Searches the motor torque based on the difference ΔV determined (108), generates a positive torque or negative torque (regenerative braking) the motor based on the searched value (112). なおブレーキを作動していればそのレバーの握り量に応じた負のトルクをサーチする(11 Incidentally searching the negative torque corresponding to gripping amount of the lever if the hydraulic brake (11
0)。 0).

【0010】この方法において、人が操作レバーを作動から開放した時、つまり回生制動が有効になった時に、 [0010] In this method, when a person has opened the operating lever from the working, that is, when the regenerative braking is enabled,
車輌の目標速度と実速度の差が非常に大きい場合は車速差ΔVが非常に大きくなる。 The difference between the target speed and the actual speed of the vehicle is the vehicle speed difference ΔV becomes very large very large. このような場合、108に示すようにモータに発生するモータトルク値はマイナスのMAX値となり、車輌に急激に回生制動がかかり、非常に危険である。 In this case, the motor torque value generated in the motor as shown in 108 was minus MAX value, takes rapidly regenerative braking to the vehicle, is very dangerous.

【0011】またこの方法では、人が車輌を設定した目標車速以下で走行させたい場合(車輌を止める前など) [0011] In this way, if you want to travel at the target vehicle speed below which a person has set the vehicle (for example, before stopping the vehicle)
に、操作レバーでブレーキを作動させていなければ、設定した目標車速に車輌の速度を合せようとするため、車輌の実車速を目標車速以下に維持することが難しく、危険な場合もある。 , There unless actuates the brake operating lever, to try to align the speed of the vehicle to the target vehicle speed set, it is difficult to maintain the actual vehicle speed of the vehicle below the target vehicle speed, if dangerous.

【0012】また特願平10−147150に記載の発明は、走行抵抗が正の値の場合(上り坂)のみ、走行抵抗に応じた補助動力を車輌に与えるものであるが、この方法では、車輌の速度を減速させるのは機械制動のみであり、電動機による回生制動は行っておらずバッテリーの消耗を削減させることができない。 [0012] The invention described in Japanese Patent Application No. 10-147150, when the running resistance is a positive value only (uphill), but is intended to provide auxiliary power in accordance with the running resistance to the vehicle, in this way, the slowing down the speed of the vehicle is only the mechanical braking, regenerative braking is not possible to reduce the consumption of the battery does not go by the electric motor.

【0013】本発明は、上記のような問題点を解決するためになされたものであり、人力駆動力と、車輌の加速度と速度から、電動モータの回生制動力を決定することにより、安全な回生制動を実現し、さらにバッテリーの消耗も抑えることを目的としている。 [0013] The present invention has been made to solve the above problems, and human power, the acceleration and velocity of the vehicle by determining a regenerative braking force of the electric motor, Safe to realize the regenerative braking, it is intended to further suppress the consumption of the battery.

【0014】 [0014]

【課題を解決するための手段】上記目的を達成するために本発明の補助動力装置付き車輌は、車輌走行部の人力駆動力を検出する工程と、前記車輌走行部の速度を検出する工程と、前記検出した速度から加速度を演算する工程と、前記検出した人力駆動力と速度及び前記加速度から前記車輌走行部の走行抵抗を演算する工程と、前記演算した走行抵抗が負の値の場合に前記補助動力駆動部に走行抵抗に応じた第1の回生制動力を与えることを特徴とする。 Means for Solving the Problems] assisting power apparatus with a vehicle of the present invention in order to achieve the above object, a step of detecting the human power of the vehicle running unit, and detecting a speed of the vehicle running unit a step of calculating the acceleration from the speed that is the detection, a step of calculating a running resistance of said vehicle running unit from the detected human power and speed and the acceleration, when the running resistance and the calculation is negative characterized in providing the first regenerative braking force according to the running resistance to the auxiliary power drive unit.

【0015】さらに、車輌走行部の速度Vが所望の速度V0以上の場合に、前記補助動力駆動部に走行抵抗に応じた第1の回生制動力に加えて、速度差V−V0に応じた第2の回生制動力と、併せて与えてもよい。 Furthermore, when the velocity V of the vehicle running unit is equal to or higher than the desired speed V0, in addition to the first regenerative braking force according to the running resistance to the auxiliary power drive unit, corresponding to the speed difference V-V0 and the second of the regenerative braking force, may be given in conjunction.

【0016】また、走行を行うための車輌走行部と、前記車輌走行部に人力駆動力を与える人力駆動部と、前記車輌走行部に電動機により補助動力を与える補助動力駆動部と、前記人力駆動力を検出する人力駆動力検出部と、前記車輌走行部の速度を検出する速度検出部と、前記検出した人力駆動力と速度及び前記加速度から前記車輌走行部の走行抵抗を演算する演算部と、前記演算した走行抵抗が負の値の場合に前記補助動力駆動部に走行抵抗に応じた第1の回生制動力を与える制御部とを備えた補助動力装置付き車輌であることを特徴とする。 Further, a vehicle running unit for performing running, and human-driven unit that gives a man power driving force to the vehicle running unit, an auxiliary power drive unit to provide auxiliary power by the electric motor to the vehicle running unit, the human-driven a human power detecting section for detecting a force, a speed detecting unit for detecting the speed of the vehicle running unit, and a calculator for calculating a running resistance of said vehicle running unit from the detected human power and speed and the acceleration , wherein the running resistance and the operation is a first auxiliary power unit with a vehicle which includes a control unit providing a regenerative braking force according to the running resistance to the auxiliary power drive unit in case of a negative value .

【0017】また、前記車輌走行部の速度Vが所望の速度V0以上の場合に、前記補助動力駆動部に前記第1の回生制動力と速度差V−V0に応じた第2の回生制動力を与える制御部であってもよい。 [0017] wherein when the speed V of the vehicle running unit is equal to or higher than the desired speed V0, the second regenerative braking force corresponding to the auxiliary power drive speed difference and the first regenerative braking force on the section V-V0 or it may be a control unit which gives.

【0018】このように構成することにより、走行中の車輌において人が意識して操作レバー等を操作することなく補助動力装置付き車輌が自動的に回生制動力を調整し、しかも回生制動が急激に車輌に加わらないため安全な補助動力装置付き車輌の制御方法を実現することができる。 [0018] With this configuration, the auxiliary power unit with a vehicle without operating the person aware operating lever or the like in the vehicle during running automatically adjusts the regenerative braking force, yet rapid regenerative braking it is possible to realize a control method for safe assisting power apparatus with the vehicle since it does not participate in the vehicle to. さらに、自動で回生制動が制御されているため機械ブレーキの制動力や、作動頻度が大幅に削減できバッテリーの消耗を抑えることができる。 Furthermore, the braking force and the mechanical brake for being regenerative braking automatically control, operation frequency can reduce the drain on the significantly reduce possible battery.

【0019】 [0019]

【発明の実施の形態】図1〜図5に本発明の実施の形態を示す。 It shows an embodiment of the present invention DETAILED DESCRIPTION OF THE INVENTION FIGS.

【0020】(実施の形態1)図1は補助動力装置付き車輌である電動補助付き自転車の概略構成を示す構造図であり、図2は図1に示した補助動力装置付き車輌の制御手段を示すブロック図である。 [0020] The FIG. 1 (Embodiment 1) is a structural diagram showing a schematic configuration of a motor-assisted bicycle with an auxiliary power unit equipped vehicle, the control means of the auxiliary power unit with a vehicle shown in FIG. 2 FIG. 1 it is a block diagram showing.

【0021】図1に示すように、本実施例の補助動力装置付き車輌は、当該車輌を走行するための車輌走行部1、車輌走行部1を駆動するための人力駆動部2及び電気動力駆動部3、及び電気動力駆動部3の制御を行う制御部4を具備している。 As shown in FIG. 1, the auxiliary power unit with the vehicle of this embodiment, the vehicle running unit 1 for running the vehicle, human powered drive unit 2 and the electric power drive for driving the vehicle running unit 1 part 3, and is provided with a control unit 4 for controlling the electric power drive unit 3.

【0022】車輌走行部1は、路面と接して車輌を走行するための車輪1a、1b、及び車輪1a、1bを回転自在にそれぞれ支持する支持機構1c、1dを備えている。 The vehicle running unit 1 is provided with wheels 1a for traveling the vehicle in contact with the road surface, 1b, and the wheel 1a, the support mechanism 1c, each rotatably supporting a 1b, and 1d. 車輪走行部1には、人力駆動部2からの人力駆動力と、電源4aにより駆動される電気動力駆動部3からの電気動力が供給され、これにより車輪1bが回転して車輌が走行する。 The wheel traveling unit 1, and the human power from human-driven unit 2 is electrically powered supply from the electric power drive unit 3 driven by the power source 4a, thereby the wheel 1b is vehicle rotates and travels.

【0023】人力駆動部2は、操作者や使用者などの人力を受け取るためのペダル2aと、その人力を人力駆動力として車輌走行部1に伝達するためのクランク軸2b The human powered drive unit 2, and the pedal 2a for receiving a human power, such as an operator or user, the crank shaft 2b for transmitting the manpower to the vehicle running unit 1 as the human power
やチェーン等の伝達機構2cを備えている。 And a transmission mechanism 2c of or chain or the like.

【0024】図2に示すように電気動力駆動部3は、電動機である電動モータ6などの駆動装置を備え、制御部4から電流を流すことにより作動(回転)する。 [0024] Electrical power drive unit 3 as shown in FIG. 2 is provided with a driving device, such as an electric motor 6 is a motor operated by flowing a current from the control unit 4 (rotated). さらに、電気動力駆動部3は、その回転力を電気動力として減速機5、伝達機構2c(図1)を介して車輌走行部1 Furthermore, the electric power drive unit 3, the reduction gear 5 and the rotational force as electrical power, transmission mechanism 2c (FIG. 1) via the vehicle running unit 1
に伝達する。 Transmitted to. 電動モータ6は速度検出部10を備え、モータ回転速度を制御部4に逐次出力している。 Electric motor 6 is provided with a speed detection unit 10, and sequentially outputs the motor rotational speed to the control unit 4.

【0025】制御部4は、人力駆動部2から車輌走行部1に伝達された人力駆動力を検出する人力駆動力検出センサ7、この人力駆動力センサ7の出力と速度検出部1 The control unit 4, human power detecting sensor 7 for detecting a man power driving force transmitted from the human-driven unit 2 to the vehicle running unit 1, outputs a speed detecting section 1 of the human power sensor 7
0から得たモータの回転信号を演算することにより得られる車輌加速度からモータの駆動電流を指令する制御回路8、この電流指令に従ってモータに電流を流すモータ駆動回路9、制御部の各回路に電力を供給する電源4a The control circuit 8 from a vehicle acceleration obtained by calculating a rotation signal of the motor obtained from 0 commands the drive current of the motor, the motor drive circuit 9 for supplying a current to the motor in accordance with the current command, the power to each circuit of the control unit power 4a supplies the
を備えている。 It is equipped with a.

【0026】次に、本実施形態における補助動力装置付き車輌の制御方法について、図3を参照して説明する。 Next, a method for controlling the auxiliary power unit with the vehicle in this embodiment will be described with reference to FIG.
図3は、図2の補助動力装置付き車輌の制御手段の制御を説明するフローチャートである。 Figure 3 is a flowchart illustrating a control of the auxiliary power unit with vehicle control unit of FIG. 図3に示すように、 As shown in FIG. 3,
本実施形態の補助動力装置付き車輌では、まず人力駆動力検出部センサ7が人力駆動部2から車輌走行本体部1 The auxiliary power unit with the vehicle of the present embodiment, first the vehicle running body 1 human power detecting section sensor 7 from the human-driven unit 2
に伝達された人力駆動力Thを検出する(ステップS Detecting the human power Th transmitted (step S
1)。 1). 検出した人力駆動力Thに補助動力比率khを乗算し、人力駆動力を補助する補助動力としての電動モータに加えるべき補助力電流指令Ihを演算する(ステップS2)。 The auxiliary power ratio kh multiplying the detected human power Th, calculates the assisting force current command Ih to be applied to the electric motor as an auxiliary power to assist the human power driving force (step S2). Ih=kh×Th/ki (1) ここでkiはモータのトルク定数である。 Ih = kh × Th / ki (1) where ki is the torque constant of the motor.

【0027】次に速度検出部10から検出したモータ周速度ωに、減速機の減速比や車輪径等を勘案した係数k The next motor circumferential speed ω detected from the speed detection unit 10, coefficient taking into account the reduction ratio and the wheel diameter of the reduction gear k
vを乗算し、車輌速度vを演算する(ステップS3)。 v multiplied by a, and calculates the vehicle speed v (step S3). V=kv×ω (2) そして、その車輌速度Vを微分することにより車輌加速度αを演算する(ステップS4)。 V = kv × ω (2) Then, computing the vehicle acceleration α by differentiating the vehicle speed V (step S4). α=d/dt×V (3) 次に車輌の路面傾斜による走行抵抗g(θ)を演算する(ステップS5)。 α = d / dt × V (3) then calculates the running resistance g (theta) according to road surface inclination of the vehicle (step S5). 電動自転車の運動方程式は以下のように表すことができる。 The equation of motion of the electric bicycle can be expressed as follows. M×α+D×V=Fh+Fm−g(θ) (4) ここで、Fhは人力による車輌駆動力、Fmはモータ補助による車輌駆動力、Mは自転車と人間の重量、Dは路面の摩擦係数、θは路面の傾きを表す。 M × α + D × V = Fh + Fm-g (θ) (4) where, Fh is vehicle driving force by man power, Fm is vehicle driving force by the motor assist, M bicycle and human weight, D is the coefficient of friction of the road surface, θ represents the inclination of the road surface. ここで路面の摩擦係数Dは「力学の考え方(1993年6月8日岩波書店発行)」のP65に示される抵抗係数のことである。 Here, the coefficient of friction of the road surface D is that of resistance coefficients shown in P65 of the "dynamics of the concept (issued Iwanami Shoten June 8, 1993)".

【0028】人力による車輌駆動力(人間の力)Fh、 [0028] The vehicle driving force by human power (human power) Fh,
モータ補助による車輌駆動力Fmは以下のように表すことが出来る。 Vehicle driving force by the motor assist Fm can be represented as follows. Fh=kfh×Th (5) Fm=kfm×ki×Im (6) ここで、kfhは人力駆動力を車輌駆動力に換算する係数、kfmはモータトルクを車輌駆動力に換算する係数、Imはモータ電流である。 Fh = kfh × Th (5) Fm = kfm × ki × Im (6) where the coefficient KFH is to convert the human power to the vehicle driving force, kfm the coefficient for converting the motor torque to the vehicle drive force, Im is a motor current. (4)〜(6)式により、路面傾斜による走行抵抗g(θ)は以下のように計算できる。 (4) to (6), running resistance g by road surface inclination (theta) can be calculated as follows. ここでθは概念的に車輌走行平面に対する角度であるが、実際の車輌走行抵抗は、風等の外力が加わるので実際の角度と一致しない場合がある。 Although the angle with respect to where θ is conceptually vehicle running plane, the actual vehicle running resistance may force such as wind is not match the actual angles so applied. g(θ)=Fh+Fm−M×α−D×V =kfh×Th+kfm×ki×Im−M×α−D×V (7) (7)式で演算した走行抵抗g(θ)が負になっている時は、(4)式より車輌を加速させる力が加わっていることになる。 g (θ) = Fh + Fm-M × α-D × V = kfh × Th + kfm × ki × Im-M × α-D × V (7) (7) running resistance g calculated in equation (theta) is a negative and time and would have a force is applied to accelerate the vehicle from (4). つまり坂を下っていると判断できる(ステップS6)。 That can be determined that downhill (step S6). g(θ)が正の時は、(1)式で求めたI I g (theta) is the time of the positive, obtained in (1)
hをそのままモータ電流指令Icomとして用いる(ステップS7)。 The h is used as it is as a motor current command Icom (step S7).

【0029】ここで、g(θ)が負になっている時は、 [0029] In this case, when the g (θ) is in the negative,
g(θ)をモータ電流値に換算したIgをモータ電流指令Icomに加えることにより、路面傾斜による走行抵抗をキャンセルする事が可能となる(ステップS7)。 By adding g of Ig obtained by converting the motor current value (theta) to the motor current command Icom, it is possible to cancel the running resistance according to the road gradient (step S7).
このことにより、坂道を下るときも、平地走行時と同じ感覚で走行することが可能となる。 Thus, even when down the hill, it is possible to travel in the same sense as when flat road surface. Igは以下のように計算できる(ステップS8)。 Ig can be calculated as follows (step S8). Ig=g(θ)/(kfm×ki) (8) モータ電流指令Icomは、(1)式と(8)式より以下のように求めることが出来る(ステップS9)。 Ig = g (θ) / (kfm × ki) (8) the motor current command Icom is (1) and (8) can be obtained as follows from equation (step S9). ここで、kcは走行抵抗のキャンセル度合を決定するキャンセル係数である。 Here, kc is the cancellation coefficient for determining the canceling degree of the running resistance. Icom=Ih+kc×Ig (9) (9)式において、g(θ)が負の時はIgは常に負であるので、Igの絶対値が補助力電流指令Ihの絶対値を上回ったときは、電流指令Icomが負となり、モータは回生制動を行うことになる。 In Icom = Ih + kc × Ig (9) (9) formula, since g (theta) is the time of the negative Ig is always negative, when the absolute value of Ig exceeds the absolute value of the auxiliary power current command Ih, the current command Icom is negative, the motor will perform regenerative braking. このことにより、負の値の走行抵抗が回生制動により相殺されているので、下り坂においても平地の同様の感覚でペダルをこぐことが可能になる。 Thus, since the running resistance of the negative values ​​are offset by the regenerative braking, it is possible to pedaling in the same sense of flat even downhill. つまり、補助力電流指令Ihは(1)式に示すように、人力駆動力Thに比例するので、下り坂の途中で人間がペダルをこぐのを停止しても、急激な回生制動がその車輌に加わることが無く、安全に走行することが可能になる。 That is, the auxiliary power current command Ih, as shown in equation (1) is proportional to the driving force of manpower Th, even humans in the middle of the downhill to stop the pedaling, rapid regenerative braking that vehicle not be applied to, it is possible to safely travel.

【0030】さらに、常に自動で回生制動が制御されているため機械ブレーキの制動力や、作動頻度が大幅に削減できバッテリーの消耗を抑えることができる。 [0030] In addition, always braking force and mechanical brake for regenerative braking automatically is controlled, operating frequency it is possible to suppress the consumption of significantly reduced can battery.

【0031】なお、この実施例では、モータ回転速度の検出で速度検出部を構成したが、車輪や減速機、クランク等の回転数の検出を用いて速度検出部を構成しても良い。 [0031] Incidentally, in this embodiment, to constitute a speed detector in the detection of the motor speed, the wheel and the speed reducer may constitute a speed detection unit with a rotational speed of detection of the crank or the like.

【0032】(実施の形態2)上記実施の形態1において、キャンセル係数kcの設定によっては、補助動力の無い通常の車輌と同様に、車輌の速度が下り坂で増加し続ける可能性がある。 [0032] In the first embodiment (second embodiment), depending on the setting of the cancel coefficient kc, like a normal vehicle without auxiliary power, speed of the vehicle is likely to continue to increase in downhill. そこで、車輌の速度増加し続けることがない補助動力装置付き車輌の制御方法を次に示す。 Therefore, the following control method is not assisting power apparatus with a vehicle to continue to increase the speed of the vehicle.

【0033】図4は本発明の第2の実施の形態である補助動力装置付き車輌の制御手段の制御を説明するフローチャートである。 [0033] FIG 4 is a flowchart illustrating a control of the second in the form of embodiment the auxiliary power unit with vehicle control means of the present invention. 速度に関する単調増加関数を用いてモータの電流指令値を演算する以外は第1の実施の形態と同様である。 Except for calculating a current command value of the motor using a monotonically increasing function on the velocity are the same as in the first embodiment.

【0034】図4のフローチャートに示すように、ステップ1からステップ7迄は、第1の実施形態と同様の制御動作を行う。 As shown in the flowchart of FIG. 4, steps 1 through step 7 performs the same control operation as in the first embodiment.

【0035】ステップ6でg(θ)が負の値つまり補助動力装置付き車輌が下り坂を下っている場合は、あらかじめ用意した車輌速度Vに関して単調増加の関数f [0035] When the g Step 6 (theta) is a negative value, that the auxiliary power unit with the vehicle is descending a downhill, function monotonously increasing with respect to the vehicle speed V which is prepared in advance f
(V)により、その値を演算する(ステップS8)。 The (V), and calculates the value (step S8). ここでは、一例として(11)式に示す関数で説明するが、他の単調増加関数でも良い。 Here it will be described in the function shown in an example (11), or other monotonically increasing function. f(V)= a(V−V0) 2 (V>V0) 0 (V≦V0) (10) ここで、a、V0は回生制動の特性を定める定数である。 f (V) = a (V -V0) 2 (V> V0) 0 (V ≦ V0) (10) where, a, V0 is a constant that defines the characteristics of the regenerative braking. この式をグラフ化したものが、図5である。 That this expression was graphed diagrams 5. 速度V Speed ​​V
がV0までは0で、それ以上になると2次曲線で増加するように設定している。 There has been set to zero until V0, increases in a quadratic curve becomes the higher.

【0036】モータの電流指令Icomを、(1)式と(10)式より演算する(ステップS9)。 [0036] The current command Icom motor is calculated from (1) and (10) (step S9). Icom=Ih−f(V) (11) (11)式より、車輌速度Vが上昇すればするほどf Icom = Ih-f (V) (11) (11) from the equation, as the vehicle speed V is if increased f
(V)は大きくなるので、補助力電流指令Ihより大きくなると、Icomは負となり、回生電流が流れ、回生制動が有効となる。 (V) Since increases, becomes greater than the auxiliary power current command Ih, Icom is negative, regenerative current flows, it is effective regenerative braking. つまり、下り坂において車輌の速度がV0を越えf(V)がIhを上回ると回生制動が実行され、車輌の速度上昇に伴い回生制動力が徐々に増加する。 That is, beyond the speed of the vehicle is V0 in downhill f (V) is executed and the regenerative braking exceeds Ih, regenerative braking force with the speed increase of the vehicle gradually increases. つまり、急な下り坂でも、車輌の速度が所望の値V In other words, even in a steep downhill, the speed of the vehicle is desired value V
0を超えると自動的に徐々に回生制動が車輌に加わり、 Automatically added gradually to the regenerative braking vehicle exceeds 0,
急激な制動力の変化無く車輌速度Vを抑制することが出来るので、下り坂において車輌の安全な回生制動を実現できる。 It is possible to suppress without vehicle speed V rapid change in the braking force, it is possible to realize a safe regenerative braking of the vehicle in the downhill.

【0037】また、自動で回生制動が制御されているため機械ブレーキの制動力や、作動頻度が大幅に削減できバッテリーの消耗を抑えることができる。 [0037] In addition, the braking force and mechanical brake because it is regenerative braking in the automatic control, the operating frequency it is possible to suppress the consumption of significantly reduced can battery.

【0038】ここでは、単調増加関数を数式f(V)で示したが、速度Vに関して単調に増加するテーブルを数式f(V)の替わりに用いても良い。 [0038] Here, a monotonic increasing function shown in equation f (V), a table which monotonically increases with respect to the velocity V may be used instead of the equation f (V).

【0039】また、下り坂を判断して、(11)式においてf(V)を減算しているが、坂の上り下りに関わらず(11)式を適用すると、回生制動による速度制限にも利用できる。 Further, to determine the downhill, but by subtracting the f (V) in (11), applying regardless upstream and downstream of the slope (11), on the speed limit by regenerative braking Available.

【0040】また、第1、第2の実施例で、車輌が下り坂を走行しているかどうかを判断すのに人力駆動力と車輌の速度から走行抵抗を演算し求めたが、傾斜計やジャイロなどを用いて下り坂を判断しても良い。 Further, first, in the second embodiment, the vehicle is determined to calculate the running resistance from the speed of the human power and the vehicle to be determined whether the traveling downhill, inclinometer Ya such as may be determined downhill using a gyro.

【0041】さらに、第1、第2の実施例を組合わせモータ電流指令Icomを次の様に設定することも出来る。 [0041] Further, first, it is possible to the second electric current command Icom combination of embodiments set as follows. Icom=Ih+kc×Ig−f(V) (12) この(12)式でモータ電流指令を求め車輌を制御することにより、下り坂において、人間が平地の同様の感覚で走行が出来る。 Icom = By controlling the vehicle obtains a motor current command in Ih + kc × Ig-f (V) (12) This equation (12), in downhill, humans can travel in the same sense of flat. さらに車輌の速度が所望の速度を超えると徐々に制動力を車輌に発生させることができ、安全でバッテリーの消耗が少ない補助動力装置付き車輌を実現することが出来る。 Furthermore the speed of the vehicle exceeds the desired velocity is gradually able to generate a braking force to the vehicle, it is possible to realize a safe and Battery assisting power apparatus with vehicle exhaustion little.

【0042】 [0042]

【発明の効果】以上のように、本発明の補助動力装置付き車輌の制御方法によれば、人が意識して操作レバー等を操作することなく補助動力装置付き車輌が自動的に回生制動力を調整し、しかも回生制動が急激に車輌に加わらないため安全で乗り心地を損なわない補助動力装置付き車輌とその制御方法を実現することができる。 As is evident from the foregoing description, the auxiliary according to the control method of the power unit with the vehicle, automatically regenerative braking force assisting power apparatus with a vehicle without operating the human consciousness to the operating lever or the like of the present invention the adjusted, moreover regenerative braking can rapidly be achieved unsafe impair the riding comfort and the auxiliary power unit with a vehicle control method thereof for not applied to the vehicle.

【0043】また、自動で回生制動が制御されているため機械ブレーキの制動力や、作動頻度が大幅に削減できバッテリーの消耗を抑えることができる。 [0043] In addition, the braking force and mechanical brake because it is regenerative braking in the automatic control, the operating frequency it is possible to suppress the consumption of significantly reduced can battery.

【図面の簡単な説明】 BRIEF DESCRIPTION OF THE DRAWINGS

【図1】本発明の実施の形態の補助動力装置付き車輌を示す概略構成図 Schematic diagram showing an auxiliary power unit equipped vehicle of the embodiment of the present invention; FIG

【図2】本発明の実施の形態の補助動力装置付き車輌の制御手段を示すブロック図 Block diagram showing the control means of the auxiliary power unit with the vehicle of the embodiment of the present invention; FIG

【図3】本発明の実施の形態1の補助動力装置付き車輌の制御を示すフローチャート 3 is a flowchart showing the control of the auxiliary power unit with vehicle according to the first embodiment of the present invention

【図4】本発明の実施の形態2の補助動力装置付き車輌の制御を示すフローチャート FIG. 4 is a flowchart showing a control of the auxiliary power unit with vehicle according to a second embodiment of the present invention

【図5】本発明の実施の形態2の単調増加の関数f [5] the function f monotonously increasing according to a second embodiment of the present invention
(V)を示すグラフ Graph showing the (V)

【図6】従来の補助動力装置付き車輌の制御を示すフローチャート 6 is a flowchart showing a control of a conventional auxiliary power unit with vehicle

【符号の説明】 DESCRIPTION OF SYMBOLS

1 車輌走行部 2 人力駆動部 3 電気動力駆動部(補助動力駆動部) 4 制御部 5 減速機 6 モータ(電動機) 7 人力駆動力検出センサ 8 制御回路 9 モータ駆動回路 10 速度検出部 1 vehicle running unit 2 human-driven unit 3 electrically powered drive unit (auxiliary power drive unit) 4 control unit 5 reducer 6 Motor (electric motor) 7 human power detection sensor 8 control circuit 9 the motor drive circuit 10 speed detection unit

───────────────────────────────────────────────────── フロントページの続き Fターム(参考) 5H115 PA01 PA08 PG06 PG10 PU01 PV01 QE06 QI04 QN03 TB03 TB10 TO02 TO04 TO07 TO09 TO30 ────────────────────────────────────────────────── ─── front page of continued F-term (reference) 5H115 PA01 PA08 PG06 PG10 PU01 PV01 QE06 QI04 QN03 TB03 TB10 TO02 TO04 TO07 TO09 TO30

Claims (4)

    【特許請求の範囲】 [The claims]
  1. 【請求項1】 走行を行うための車輌走行部、前記車輌走行部に人力駆動力を与える人力駆動部、及び前記車輌走行部に電動機により補助動力を与える補助動力駆動部を備えた補助動力装置付き車輌の制御方法であって、 前記車輌走行部の人力駆動力を検出する工程と、前記車輌走行部の速度を検出する工程と、前記検出した速度から加速度を演算する工程と、前記検出した人力駆動力と速度及び前記加速度から前記車輌走行部の走行抵抗を演算する工程と、前記演算した走行抵抗が負の値の場合に前記補助動力駆動部に走行抵抗に応じた第1の回生制動力を与えることを特徴とする補助動力装置付き車輌の制御方法。 1. A vehicle running unit for performing traveling, the human-driven unit providing a driving force of manpower to the vehicle running unit, and the vehicle running unit auxiliary power unit having an auxiliary power drive unit to provide auxiliary power by the electric motor to the a control method for a vehicle attached, and detecting the human power of the vehicle running unit, and detecting a speed of the vehicle running unit, and a step of calculating the acceleration from the velocity which is the detected and the detected a step of calculating a running resistance of the human power and the speed and the acceleration the vehicle running unit, the first regenerative braking travel resistance that the operation in accordance with the running resistance to the auxiliary power drive unit in case of a negative value the method of the auxiliary power unit with a vehicle, characterized in that to power.
  2. 【請求項2】 前記車輌走行部の速度Vが所望の速度V 2. A velocity V of the vehicle running unit desired velocity V
    0以上の場合に、前記補助動力駆動部に前記第1の回生制動力に加えて速度差V−V0に応じた第2の回生制動力を与えることを特徴とする請求項1記載の補助動力装置付き車輌の制御方法。 In the case of 0 or more, the auxiliary power according to claim 1, wherein the providing a second regenerative braking force corresponding to the speed difference V-V0 in addition to the first regenerative braking force to the auxiliary power drive unit method of controlling the apparatus with a vehicle.
  3. 【請求項3】 走行を行うための車輌走行部と、前記車輌走行部に人力駆動力を与える人力駆動部と、前記車輌走行部に電動機により補助動力を与える補助動力駆動部と、前記人力駆動力を検出する人力駆動力検出部と、前記車輌走行部の速度を検出する速度検出部と、前記検出した人力駆動力と速度及び前記加速度から前記車輌走行部の走行抵抗を演算する演算部と、前記演算した走行抵抗が負の値の場合に前記補助動力駆動部に走行抵抗に応じた第1の回生制動力を与える制御部とを備えた補助動力装置付き車輌。 3. A vehicle running unit for performing running, and human-driven unit that gives a man power driving force to the vehicle running unit, an auxiliary power drive unit to provide auxiliary power by the electric motor to the vehicle running unit, the human-driven a human power detecting section for detecting a force, a speed detecting unit for detecting the speed of the vehicle running unit, and a calculator for calculating a running resistance of said vehicle running unit from the detected human power and speed and the acceleration the first auxiliary power unit with a vehicle which includes a control unit providing a regenerative braking force according to the running resistance to the auxiliary power drive unit when the running resistance is negative values ​​the arithmetic.
  4. 【請求項4】 前記車輌走行部の速度Vが所望の速度V 4. A speed V of the vehicle running unit desired velocity V
    0以上の場合に、前記補助動力駆動部に前記第1の回生制動力と速度差V−V0に応じた第2の回生制動力を与える制御部を備えた請求項3記載の補助動力装置付き車輌。 In the case of 0 or more, with an auxiliary power unit according to claim 3, further comprising a control unit providing a second regenerative braking force corresponding to the auxiliary power drive the first regenerative braking force on the section and the speed difference V-V0 vehicle.
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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002255080A (en) * 2001-02-28 2002-09-11 Honda Motor Co Ltd Control device for power-assisted bicycle
JP2002255083A (en) * 2001-02-28 2002-09-11 Honda Motor Co Ltd Control device for power-assisted bicycle
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JP4518299B2 (en) * 2001-02-28 2010-08-04 本田技研工業株式会社 Motor-assisted bicycle of the control device
JP2010104086A (en) * 2008-10-21 2010-05-06 Mitsubishi Motors Corp Regeneration control device of electric automobile
JP2012080618A (en) * 2010-09-30 2012-04-19 Panasonic Corp Regenerative braking controller for vehicle
JP2014504575A (en) * 2011-02-03 2014-02-24 ポリテクニコ ディ ミラノPolitecnico Di Milano Electric pedal-assisted bicycle
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