JP2009184437A - Vehicle with auxiliary power - Google Patents

Vehicle with auxiliary power Download PDF

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JP2009184437A
JP2009184437A JP2008024209A JP2008024209A JP2009184437A JP 2009184437 A JP2009184437 A JP 2009184437A JP 2008024209 A JP2008024209 A JP 2008024209A JP 2008024209 A JP2008024209 A JP 2008024209A JP 2009184437 A JP2009184437 A JP 2009184437A
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driving force
vehicle
acceleration
auxiliary
auxiliary driving
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JP5059644B2 (en
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Nobuyasu Arimune
伸泰 有宗
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Yamaha Motor Co Ltd
ヤマハ発動機株式会社
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Abstract

An object of the present invention is to prevent a sudden start in any case, and to make a good start even when the manpower driving force is small or on an uphill.
SOLUTION: An acceleration detection unit 12 for obtaining vehicle acceleration, and a weight calculation unit 15 for obtaining a total vehicle weight by dividing a total driving force composed of a sum of a human driving force and an auxiliary driving force by the acceleration of the vehicle. . When the acceleration is larger than the acceleration threshold value and the total vehicle weight is smaller than the weight threshold value, the assist rate control unit 16 sets the assist rate relatively small, and in other cases, sets the assist rate relatively large.
[Selection] Figure 1

Description

  The present invention relates to a vehicle with auxiliary power that travels with human driving force and auxiliary driving force.

  As a conventional vehicle with auxiliary power of this type, there is one described in Patent Document 1, for example. The vehicle with auxiliary power disclosed in Patent Document 1 has a magnitude of the auxiliary driving force relative to the magnitude of the human driving force in order to prevent a sudden start at the time of starting and to start smoothly even on an uphill. Assist rate control means for changing the ratio (hereinafter simply referred to as assist rate) in accordance with the state of the vehicle body is provided.

  The assist control means sets the assist rate to a relatively large value when the total driving force is greater than the driving force threshold value and the vehicle speed is lower than the speed threshold value when starting. The total driving force is the sum of human driving force and auxiliary driving force. By setting the assist rate in this way, it is possible to start easily even on an uphill.

Further, the assist control means sets the assist rate to a relatively small value when the total driving force is smaller than the driving threshold value and the vehicle speed is larger than the speed threshold value when starting. By setting the assist rate in this way, it is possible to prevent sudden start when starting downhill.
JP 2007-161219 A

  In the conventional vehicle with auxiliary power described in Patent Document 1, the assist rate in a low driving force state in which both the total driving force and the vehicle speed are smaller than the threshold values is not determined. For this reason, when it is going to implement invention described in patent document 1, a problem will generate | occur | produce in the said low driving force state.

  In other words, if the assist rate is set relatively large in the low driving force state, the auxiliary driving force is generated at the time of starting, so that the vehicle starts at a higher acceleration than that intended by the occupant (rapid start). There is a fear. As an example of the start in the low driving force state, for example, there is a case where an occupant starts while accelerating by placing one foot on the vehicle and kicking the ground with the other foot. In such a case, if the assist rate is set to be large, a relatively large auxiliary driving force is applied and the vehicle starts suddenly even though the occupant is not seated on the vehicle seat. End up. On the other hand, if the assist rate is set to be relatively small in the low driving force state, the auxiliary driving force may be insufficient when a woman or a child gets on the vehicle (when the human driving force is relatively small), for example. .

  The present invention has been made in order to solve such a problem, and is provided with auxiliary power that does not start suddenly in any case and can start smoothly even when the human driving force is small or on an uphill. The object is to provide a vehicle.

  In order to achieve this object, a vehicle with auxiliary power according to the present invention includes a human-power-driving-force detecting device that detects the magnitude of a human-powered driving force consisting of the occupant's force, An auxiliary driving force generator that generates auxiliary driving force so as to achieve an assist rate, and the assist rate when changing from a state where no auxiliary driving force is generated to a state where auxiliary power is generated is changed based on the state of the vehicle In the vehicle with auxiliary power provided with the auxiliary driving force control device, the auxiliary driving force control device has an acceleration detection unit for obtaining acceleration of the vehicle, and a total driving force composed of the sum of the human driving force and the auxiliary driving force. A weight calculation unit for obtaining the total vehicle weight by dividing by the acceleration; and an assist rate when the acceleration is greater than a predetermined acceleration threshold and the total vehicle weight is smaller than a predetermined weight threshold. Set relatively small, otherwise it is that a assist ratio control unit that sets an assist ratio relatively large.

  According to the present invention, in the invention, the acceleration detection unit obtains an acceleration by calculation from a rotational speed of the auxiliary driving force generator, and the auxiliary driving force control device has a predetermined magnitude of the human driving force. An operation switching unit that operates the auxiliary driving force generator when the minimum value exceeds the minimum value and stops the auxiliary driving force generator when the magnitude of the human driving force falls below the minimum value; This is a condition that the total weight of the vehicle is larger than other weight thresholds in addition to the condition when the control unit sets the assist rate relatively small.

  According to the present invention, in the invention, the acceleration detection unit obtains an acceleration by calculation from a rotational speed of the auxiliary driving force generator, and the auxiliary driving force control device has a predetermined magnitude of the human driving force. An operation switching unit that operates the auxiliary driving force generator when the minimum value exceeds the minimum value and stops the auxiliary driving force generator when the magnitude of the human driving force falls below the minimum value; This is a condition in which the acceleration of the vehicle is smaller than other acceleration thresholds to the condition when the control unit sets the assist rate to be relatively small.

  According to the present invention, in the above invention, the auxiliary driving force control device includes an auxiliary driving force detector that detects the magnitude of the auxiliary driving force based on a feedback value of energy consumption of the auxiliary driving force generator. is there.

  According to the present invention, in the above invention, the auxiliary driving force generator is constituted by a motor, and the consumed energy is the current value of the motor.

According to the present invention, when the conditions for sudden start of the vehicle are satisfied, that is, when the total vehicle weight is relatively light (less than the weight threshold) and the acceleration at the start is relatively high (higher than the acceleration threshold). The assist rate is set small. Therefore, according to the present invention, it is possible to reliably prevent a sudden start of the vehicle due to the generation of the auxiliary driving force.
In particular, in the present invention, when the auxiliary driving force control device determines whether or not to set the assist rate to be small, one of the determination conditions is that the acceleration of the vehicle is higher than the acceleration threshold. It can be surely prevented.

  In the vehicle with auxiliary power according to the present invention, when starting on an uphill, the manpower driving force is relatively large (the vehicle gross weight is calculated to be relatively heavy) and the vehicle acceleration is relatively low. . In such a case, the assist rate becomes relatively large. As a result, when starting on an uphill, it is possible to start easily because the auxiliary driving force does not become insufficient.

  Further, according to the present invention, for example, when the vehicle is started by kicking the ground with the other foot while one foot is placed on the vehicle body, the assist rate is set small because the vehicle gross weight is light and the acceleration is high. For this reason, when performing such a start, not only can a sudden start be prevented, but it can also give a sense of security to the occupant because it is close to a natural driving state as when driving with only human power. .

On the other hand, when the occupant is seated on the seat and the entire weight is applied to the vehicle (when the gross weight of the vehicle is relatively heavy), the assist rate is set to be relatively large, corresponding to the human power driving force It is possible to start by generating the generated auxiliary driving force (auxiliary driving force required by the occupant).
Therefore, according to the present invention, it is possible to provide a vehicle with auxiliary power that does not start suddenly in any case and can start smoothly even when the human driving force is small or on an uphill.

  According to the invention provided with the operation switching unit in the auxiliary driving force control device, for example, when the vehicle is traveling on a downhill or when traveling while being pushed by a tailwind on a flat road, the auxiliary driving force generator Stops. Then, when the manpower driving force increases due to climbing uphill from the state or the tailwind stops, the driving is started from the state where the auxiliary driving force generating device is stopped. In this case, the rotation of the auxiliary driving force generator is in a state equal to no load until the auxiliary driving force is applied to the vehicle, and thus increases at a significantly higher speed than when the vehicle accelerates. . In the following, the fact that the rotation of the auxiliary driving force generator rises at a high speed is referred to as free-run acceleration.

  When an acceleration detection unit that obtains acceleration from the rotational speed of the auxiliary driving force generator is used, the acceleration detected by the acceleration detection unit during the free-run acceleration is significantly higher than when the vehicle accelerates during travel. Get higher. As a result, the total vehicle weight obtained by the weight calculation unit during such free-run acceleration is significantly reduced due to the extremely high acceleration.

  According to the invention in which the gross vehicle weight is larger than the relatively small weight threshold to the determination condition of the assist rate control unit, the case where the gross vehicle weight is detected to be extremely small by the above-described free-run acceleration may be excluded. it can. In other words, when a large assist rate is required, it is possible to prevent the assist rate from being set small due to free-run acceleration, so that the auxiliary driving force is generated without shortage when starting to climb uphill. It becomes like this.

  In the present invention, since the configuration for detecting the acceleration of the vehicle from the rotational speed of the auxiliary driving force generating device is employed, a sensor for detecting the vehicle speed and acceleration exclusively is not required when determining the acceleration of the vehicle. For this reason, according to this invention, a manufacturing cost can be reduced compared with the case where this kind of sensor is equipped.

According to the invention in which the acceleration of the vehicle is smaller than the relatively high acceleration threshold in the determination condition of the assist rate control unit, it is possible to exclude the case where the acceleration of the vehicle is detected to be extremely high by free-run acceleration. In other words, when a large assist rate is required, it is possible to prevent the assist rate from being set small due to free-run acceleration, so that the auxiliary driving force is generated without shortage when starting to climb uphill. It becomes like this.
Also in this invention, since the structure which detects the acceleration of a vehicle from the rotational speed of an auxiliary drive force generator is taken, the sensor for detecting a vehicle speed and acceleration exclusively is not required when calculating | requiring the acceleration of a vehicle. For this reason, according to this invention, a manufacturing cost can be reduced compared with the case where this kind of sensor is equipped.

  According to the invention including the auxiliary driving force detecting unit that detects the magnitude of the auxiliary driving force based on the feedback value of the energy consumption of the auxiliary driving force generating device, the magnitude of the auxiliary driving force detected by the auxiliary driving force detecting unit. Since this becomes equal to the size generated in actual traveling, the accuracy of control for switching the assist rate can be improved.

  According to the invention in which the auxiliary driving force generating device is constituted by a motor and the energy consumption is the current value of the motor, an electric vehicle with auxiliary power that does not start suddenly and generates auxiliary driving force as necessary is constituted. be able to.

(First embodiment)
A vehicle with auxiliary power targeted by the present invention is a vehicle equipped with an engine or a motor as an auxiliary driving force generator, and wheels such as a two-wheeled vehicle, a three-wheeled vehicle, and a four-wheeled vehicle that run by the occupant's force and the auxiliary driving force. It is all the vehicles which run by rotating. These vehicles include electric wheelchairs.

In describing the present invention, first, only the configuration of the present invention will be described with reference to FIG. 1 to FIG. 5 without being limited by the type of auxiliary driving force generator or the number of wheels.
FIG. 1 is a block diagram showing a configuration of a vehicle with auxiliary power according to the present invention, FIG. 2 is a flowchart for explaining the operation of an auxiliary driving force control device, and FIG. 3 is a graph showing a relationship between a determination threshold value and an assist rate. is there. FIG. 4 is a graph for explaining an example in which the assist rate is small. FIG. 4A shows the relationship between the total vehicle weight, vehicle acceleration, and threshold, and FIG. 4B shows the change in driving force. Show. FIG. 5 is a graph for explaining an example in which the assist rate increases. FIG. 5A shows the relationship between the total vehicle weight and vehicle acceleration and the threshold, and FIG. 5B shows the change in driving force. Show.

  In FIG. 1, reference numeral 1 denotes an auxiliary driving force control device for controlling an auxiliary driving force generation operation by a vehicle with auxiliary power according to this embodiment. As will be described later, the auxiliary driving force control device 1 includes a speed detecting device 2, an auxiliary driving consumption energy detecting device 3, an energy device 4, a human power driving force detecting device 5, a power supply operating device 6, an auxiliary driving force generating device 7, and the like. It is connected and includes a speed detection unit 11, an acceleration detection unit 12, an auxiliary driving force detection unit 13, a start detection unit 14, a weight calculation unit 15, an assist rate control unit 16, and the like.

  The speed detection device 2 is for detecting the traveling speed of the vehicle. If the auxiliary driving force generator 7 is an engine, a sensor for detecting the rotational speed of the wheel, an engine rotation detecting sensor, or an auxiliary driving force. When the generator 7 is a motor, it can be configured by a motor rotation detection encoder or the like.

  The auxiliary drive consumption energy detection device 3 is for detecting the amount of energy consumed when an auxiliary drive force generation device 7 to be described later generates an auxiliary drive force. The auxiliary driving force control device 1 according to this embodiment obtains the magnitude of the auxiliary driving force based on the consumed energy amount. This auxiliary drive consumption energy detection device 3 can be constituted by, for example, a fuel flow meter, a sensor for detecting a current flowing in a motor, or the like.

The energy device 4 means a supply source for supplying the auxiliary driving force generator 7 with energy necessary for the auxiliary driving force generator 7 to generate the auxiliary driving force. The energy device 4 is composed of, for example, fuel or a battery.
The human power driving force detection device 5 detects the magnitude of the force generated by the occupant for traveling, that is, the magnitude of the human power driving force. The human driving force detecting device 5 can be constituted by a torque sensor, for example.

The power supply operating device 6 is for opening and closing a circuit for supplying power to the auxiliary driving force control device 1 and other electrical components. This power supply operating device 6 can be constituted by a switch that can be operated artificially, for example.
The auxiliary driving force generator 7 generates auxiliary driving force so as to achieve an assist rate set by an assist rate controller 16 described later. The auxiliary driving force generator 7 is an engine or a motor.

The speed detection unit 11 calculates a travel speed of the vehicle (hereinafter simply referred to as a vehicle speed) from the detection value of the speed detection device 2 by calculation.
The acceleration detection unit 12 calculates the acceleration of the vehicle by time differentiation from the vehicle speed calculated by the speed detection unit 11. The acceleration of the vehicle can be directly detected using an acceleration sensor (not shown) instead of calculating from the vehicle speed determined by the speed detection device 2 and the speed detection unit 11.

The auxiliary driving force detection unit 13 detects the magnitude of the auxiliary driving force based on the consumed energy amount detected by the auxiliary driving consumption energy detection device 3, that is, the feedback value of the consumed energy.
The start detection unit 14 is configured to detect the start of the vehicle when the manpower driving force detected by the manpower driving force detection device 5 increases from 0 to a predetermined value while the vehicle speed is zero. .

  More specifically, the start detection unit 14 detects the start of the vehicle when the vehicle speed detected by the speed detection unit 11 is 0 and the human driving force increases from 0 and exceeds a predetermined minimum value. Then, the auxiliary driving force generator 7 generates auxiliary driving force. The start detection unit 14 stops the auxiliary driving force generator 7 when the magnitude of the human driving force is below the minimum value and the state continues for a predetermined time.

Note that before the start detection unit 14 stops the auxiliary driving force generation device 7, the auxiliary driving force generation device 7 may be operated for a predetermined time at a low rotation corresponding to the vehicle speed so that the auxiliary driving force is not generated. In this embodiment, the start detection unit 14 constitutes an operation switching unit referred to in the present invention.
Furthermore, the start detection unit 14 detects whether or not a predetermined time {start period: see FIGS. 4B and 5B) has elapsed since the vehicle started.

  The weight calculation unit 15 calculates the total vehicle weight including the weight of the passenger and the weight of the vehicle by calculation. More specifically, the weight calculation unit 15 first adds the auxiliary driving force detected by the auxiliary driving force detection unit 13 to the human driving force detected by the human driving force detection device 5 to obtain a total driving force. Ask for. The total vehicle weight can be obtained by dividing the total driving force by the acceleration calculated by the acceleration detector 12.

  The assist rate control unit 16 sets the magnitude of the assist rate based on conditions described later. The assist rate control unit 16 according to this embodiment selects one of a predetermined standard assist rate and a relatively small acceleration suppression assist rate based on conditions described later. More specifically, as shown in FIG. 3, the assist rate control unit 16 determines that the vehicle acceleration calculated by the acceleration detection unit 12 is larger than a predetermined acceleration threshold and the total vehicle weight calculated by the weight calculation unit 15 is in advance. If it is smaller than the set weight threshold, an acceleration suppression assist rate is selected.

That is, as shown in FIG. 4A, the acceleration suppression assist rate is selected when both the vehicle acceleration and the weight threshold are simultaneously within the small assist rate region of FIG. In FIG. 4 (A), the time when the assist rate for acceleration suppression is set is indicated by reference numeral T1.
Further, as shown in FIG. 5 (A), the assist rate control unit 16 uses the standard assist rate in other cases (when the vehicle acceleration is smaller than the acceleration threshold or the total vehicle weight is larger than the weight threshold). Select. That is, as shown in FIG. 5A, when the vehicle acceleration and the total vehicle weight are not simultaneously in the small assist area, the standard assist rate is selected.

Optimum threshold values and weight threshold values are set in advance by a test run or the like, and stored in a memory (not shown) of the auxiliary driving force control device 1. For example, as shown in FIG. 3, the acceleration threshold value can set the acceleration to be suppressed to 10 m / s 2 . The weight threshold can be set with the sum of the vehicle weight and the weight (α) of the occupant as 40 kg.
The assist rate control unit 16 is configured to set the assist rate to a standard assist rate when the start detection unit 14 determines that the start period has ended.

Next, the operation of the vehicle with auxiliary power having the auxiliary driving force control device 1 described above will be described in detail with reference to the flowchart shown in FIG.
After the power source is connected by the power source operation device 6, the auxiliary driving force control device 1 sets the assist rate to the standard assist rate in step S1 of the flowchart shown in FIG. 2, and the steps shown in steps S2 to S3. Thus, it waits until the start detection part 14 detects the start of a vehicle.

  At this time, the start detection unit 14 detects start when the magnitude of the human driving force exceeds a predetermined minimum value, and causes the auxiliary driving force generator 7 to generate auxiliary driving force (assist start). That is, as shown in FIGS. 4B and 5B, the auxiliary driving force is generated from the time T0 when the start detection unit 14 detects the start. This auxiliary driving force changes in the same manner as the change of the human driving force and is generated with a magnitude that becomes a standard assist rate with respect to the magnitude of the human driving force. In the initial stage of starting, the auxiliary driving force is generated so that the standard assist rate is obtained as described above. After the auxiliary driving force is thus generated, the vehicle acceleration is determined in step S4.

  In step S4, the auxiliary driving force control device 1 obtains the current vehicle acceleration by the acceleration detecting unit 12, and determines whether or not the acceleration is larger than a predetermined acceleration threshold value. If the determination result is NO, that is, if the acceleration is equal to or less than the acceleration threshold value, the process proceeds to step S5, and it is determined whether or not the start detection unit 14 detects the end of the start period. When the start period ends, this is indicated by reference numeral T2 in FIGS. 4 (B) and 5 (B).

  If the determination result in step S5 is YES, that is, if the start period has ended, the process proceeds to step S6, where the assist rate control unit 16 sets the assist rate to a standard assist rate. In FIG. 4B, the case where the auxiliary driving force is generated at the standard assist rate is shown as “standard driving”.

  On the other hand, if YES is determined in step S4, in step S7, the auxiliary driving force control device 1 determines whether or not the total vehicle weight calculated by the weight calculation unit 15 is smaller than a predetermined weight threshold. To do. If the result of this determination is NO (when the vehicle gross weight is greater than the weight threshold), the process proceeds to step S5. If the determination result is YES, that is, the acceleration is greater than the acceleration threshold and the vehicle gross weight is the weight threshold. If smaller than {at T1 shown in FIGS. 4A and 4B}, the process proceeds to step S8.

In step S8, the assist rate control unit 16 changes the current assist rate to a relatively small acceleration suppression assist rate. As the assist rate becomes relatively small in this manner, the auxiliary driving force is reduced as indicated by the symbol P in FIG.
Thereafter, as shown in step S9, the assist rate is kept low until the start detection unit 14 detects the end of the start period. Then, when the start timing ends (at time T2 shown in FIG. 4B), in step S6, the assist rate control unit 16 changes the assist rate to the standard assist rate. The auxiliary driving force after the start period is completed is generated with a standard assist rate with respect to the human driving force.

  In the vehicle with auxiliary power configured as described above, when the conditions for a sudden start of the vehicle are satisfied, that is, when the acceleration at the start is higher than the acceleration threshold and the total vehicle weight is lower than the weight threshold, the assist rate Is set smaller. Therefore, according to this embodiment, the sudden start of the vehicle due to the generation of the auxiliary driving force can be surely prevented. In particular, in this embodiment, when the auxiliary driving force control unit determines whether or not to set the assist rate to be small, it is one of the determination conditions that the acceleration of the vehicle is higher than the acceleration threshold value. Because the phenomenon itself can be detected, sudden start can be prevented reliably.

  In a vehicle with auxiliary power according to this embodiment, when starting on an uphill, since the human driving force is relatively large, the vehicle gross weight is calculated to be relatively heavy and the vehicle acceleration is relatively Lower. For this reason, according to the vehicle with auxiliary power according to this embodiment, when starting on an uphill, the assist rate becomes relatively large, so that the auxiliary driving force is generated without shortage.

  Also, according to this embodiment, for example, when starting with the other foot kicking the ground with the one foot on the vehicle body, the assist rate is set low because the vehicle gross weight is detected light and acceleration is high. Is done. For this reason, when performing such a start, not only can a sudden start be prevented, but it can also give a sense of security to the occupant because it is close to a natural driving state as when driving with only human power. .

On the other hand, when an occupant sits on a seat and the entire weight is added to the vehicle (when the total vehicle weight becomes relatively heavy), the assist rate is set to be relatively high, and the assistance corresponding to the human driving force It is possible to start by generating a driving force (an auxiliary driving force as required by the occupant).
Therefore, according to this embodiment, it is possible to provide a vehicle with auxiliary power that does not start suddenly in any case and can start smoothly even when the human power driving force is small or on an uphill. .

  In this embodiment, since the magnitude of the auxiliary driving force is obtained based on the feedback value of the energy consumed by the auxiliary driving force generator 7, the magnitude of the auxiliary driving force detected by the auxiliary driving force detector 13 is determined. Is equal to the size generated in actual driving. For this reason, the assist rate control unit 16 can perform control for switching the assist rate with high accuracy.

(Second embodiment)
Next, an example when the present invention is applied to a bicycle with auxiliary power will be described with reference to FIGS.
6 is a block diagram showing the configuration of the bicycle with auxiliary power, FIG. 7 is a flowchart for explaining the operation of the auxiliary driving force control device 1, and FIG. 8 is a graph showing the relationship between the determination threshold and the assist rate. FIG. 9 is a graph for explaining an example when the assist rate is small. FIG. 9A shows the relationship between the total vehicle weight, vehicle acceleration, and threshold, and FIG. 9B shows the change in driving force. Show. FIG. 10 is a graph for explaining an example in which the assist rate increases. FIG. 10A shows the relationship between the total vehicle weight and vehicle acceleration and the threshold, and FIG. 10B shows the change in driving force. Show. FIG. 11 is a graph for explaining a control method when free-run acceleration occurs. FIG. 11 (A) shows the relationship between the total vehicle weight and vehicle acceleration and the threshold, and FIG. 11 (B) shows the driving force. FIG. 5C shows a change in the rotational speed of the assist motor. In these drawings, the same or equivalent members as those described with reference to FIGS. 1 to 5 are denoted by the same reference numerals, and detailed description thereof is omitted as appropriate.

The bicycle with auxiliary power according to this embodiment can run by adding the driving force (auxiliary driving force) of the assist motor 20 (see FIG. 6) to a predetermined assist rate to the human power driving force consisting of the occupant's stepping force. It is.
As shown in FIG. 6, the bicycle with auxiliary power includes a wheel rotation sensor 21 or a motor rotation detection encoder 22 as the speed detection device 2, and a motor current sensor 23 as the auxiliary drive consumption energy detection device 3. In addition, the bicycle with auxiliary power according to this embodiment includes a battery 24 as the energy device 4, a pedal torque sensor 25 as the human power driving force detection device 5, and a main switch 26 as the power supply operation device 6.

The wheel rotation sensor 21 detects rotation of a front wheel (not shown) or a rear wheel (not shown).
The motor rotation detection encoder 22 detects the rotation of the assist motor 20. As the motor rotation detection encoder 22, one already installed in the assist motor 20 in order to control the rotation of the assist motor 20 can be shared. In this embodiment, the motor rotation detection encoder 22 is used to detect the vehicle speed in order to reduce the number of parts and reduce the weight and cost.

The motor current sensor 23 detects a current flowing through the assist motor 20. The auxiliary driving force detector 13 according to this embodiment detects the auxiliary driving force, that is, the output of the assist motor 20 based on the current value detected by the motor current sensor 23.
The battery 24 supplies power to other electrical components such as the auxiliary driving force control device 1 in addition to the assist motor 20.

The pedal torque sensor 25 detects a pedaling force when an occupant steps on a pedal (not shown).
The main switch 26 opens and closes a power supply circuit between the auxiliary driving force control device 1 and other electrical components and the battery 24 when an occupant performs an ON / OFF operation.

  The assist motor 20 of the bicycle with auxiliary power according to this embodiment is stopped when a state where the human driving force is smaller than a predetermined minimum value continues for a predetermined time by the control of the start detection unit 14. For example, when the vehicle is running on a downhill, as shown by reference numeral T3 in FIG. 11C, or when the vehicle is running while being pushed by a tailwind on a flat road, the assist motor 20 Stops. FIG. 11C shows a change in the rotational speed of the assist motor 20 when the bicycle with auxiliary power goes up a hill after going down a gentle downhill. In the figure, the solid line indicates the cross-sectional shape of the road surface, the broken line indicates the rotational speed of the assist motor 20, and the two-dot chain line indicates the actual vehicle speed.

  Since the bicycle with auxiliary power according to this embodiment employs a configuration in which the vehicle speed is detected by the motor rotation detection encoder 22, as described above, the vehicle speed cannot be detected when the assist motor 20 is stopped. It is determined that the vehicle speed is zero. For this reason, even if the vehicle is running, when the human driving force exceeds the minimum value, the state is the same as the starting state.

  If the vehicle runs while the assist motor 20 is stopped and climbs uphill or the tailwind stops, the manpower driving force increases. When the magnitude of the human driving force exceeds the predetermined minimum value, the start detection unit 14 detects this and rotates the assist motor 20 to generate an auxiliary driving force. For this reason, the rotational speed of the assist motor 20 increases from 0 when indicated by reference numeral T4 in FIG.

  In this case, the assist motor 20 is used until the auxiliary driving force is applied to the bicycle, that is, until the rotational speed of the assist motor 20 increases to a rotational speed corresponding to the actual traveling speed of the bicycle {FIG. 11 (C) is the state equal to no load between the time indicated by T4 and the time indicated by T5}. For this reason, the assist motor 20 at this time rotates at a remarkably higher speed than when the bicycle is accelerated by human power driving force, and enters a state of free-run acceleration.

  In the bicycle with auxiliary power according to this embodiment, the speed detection unit 11 detects the vehicle speed using the rotation speed of the assist motor 20 detected by the motor rotation detection encoder 22, and the acceleration detection unit 12 uses the vehicle speed to detect the vehicle speed. The acceleration of is calculated. For this reason, the acceleration calculated by the acceleration detector 12 during the free-run acceleration is significantly higher than when the auxiliary power-equipped bicycle is accelerated by human driving force. As a result, the total vehicle weight calculated by the weight calculator 15 during free-run acceleration is significantly reduced due to the extremely high acceleration.

In this embodiment, in order to select a standard assist rate during such free-run acceleration, as a determination condition of the assist rate control unit 16, it is added that the total vehicle weight is larger than a first weight threshold value to be described later. It is.
As shown in FIG. 8, the weight threshold according to this embodiment is set to a relatively small first weight threshold and a relatively large second weight threshold. The first weight threshold value is set to a value obtained by subtracting a predetermined weight β from the vehicle weight so as to exclude the time of free-run acceleration (when the total vehicle weight is detected to be extremely small). The weight β can be set to 20 kg, for example. The second weight threshold value is set to the same value as the weight threshold value shown in the first embodiment described above.

  As shown in FIG. 8, FIG. 9A and FIG. 11A, the assist rate control unit 16 according to this embodiment is when the acceleration of the vehicle is higher than the acceleration threshold, and the total vehicle weight is the first. When the weight threshold is larger than the second weight threshold and smaller than the second weight threshold, a relatively small acceleration suppression assist ratio is selected. As shown in FIG. 10A, in other cases, a standard assist ratio is selected. To do.

  Next, the operation of the auxiliary powered bicycle according to the second embodiment will be described with reference to the flowchart shown in FIG. The auxiliary powered bicycle according to this embodiment is different from the vehicle shown in the first embodiment only in the operation for comparing the total vehicle weight and the first and second weight thresholds, and the other operations are the same as those in the first embodiment. It is the same as the vehicle shown in the example. For this reason, only a different operation is described here, avoiding duplication of explanation.

  According to this embodiment, after it is determined in step S4 of the flowchart shown in FIG. 7 that the acceleration is greater than the acceleration threshold, the total vehicle weight calculated by the weight calculator 15 in step S7A is greater than the first weight threshold. It is determined whether it is larger and smaller than the second weight threshold. At this time, if the vehicle does not start suddenly or is in the free-run acceleration state, it is determined as NO, and the process proceeds to step S5 without changing the assist rate from the standard assist rate. On the other hand, when there is a possibility of sudden acceleration, it is determined as YES, and the process proceeds to step S8 where the assist rate is set to the acceleration suppression assist rate.

Therefore, also in the second embodiment, there is provided a bicycle with auxiliary power that does not start suddenly in any case, and can start smoothly even when the manpower driving force is small or on an uphill. Can do.
In this embodiment, the bicycle acceleration is calculated from the rotational speed of the assist motor 20. Therefore, a sensor for detecting the vehicle speed and acceleration is not required for obtaining the acceleration.

  For this reason, according to this embodiment, the manufacturing cost can be reduced as compared with the case where this type of sensor is provided. In this embodiment, the standard assist rate is selected when the vehicle gross weight is detected to be extremely small due to the above-described free-run acceleration. Therefore, the acceleration is detected from the rotational speed of the assist motor 20. Regardless, the auxiliary driving force can be generated without deficiency when starting to climb uphill.

(Third embodiment)
In the second embodiment described above, the example in which the first weight threshold is added as the determination condition of the assist rate control unit 16 so that the standard assist rate is selected at the time of free-run acceleration is shown. An acceleration threshold can be added to the. An embodiment in this case will be described in detail with reference to FIGS.

  12 is a graph showing the relationship between the determination threshold and the assist rate, FIG. 13 is a flowchart for explaining the operation of the auxiliary driving force control device 1, and FIG. 14 is a graph for explaining an example when the assist rate is small. FIG. 4A shows the relationship between the total vehicle weight and vehicle acceleration and the threshold value, and FIG. 4B shows the change in driving force. FIG. 15 is a graph for explaining an example in which the assist rate increases. FIG. 15A shows the relationship between the total vehicle weight, vehicle acceleration, and threshold, and FIG. 15B shows the change in driving force. Show. FIG. 16 is a graph for explaining a control method when free-run acceleration occurs. FIG. 16 (A) shows the relationship between the total vehicle weight and the vehicle acceleration and the threshold, and FIG. 16 (B) shows the driving force. FIG. 4C shows a change in the rotational speed of the assist motor 20. In these drawings, the same or equivalent members as those described with reference to FIGS. 1 to 5 are denoted by the same reference numerals, and detailed description thereof is omitted as appropriate.

In this embodiment, the vehicle acceleration is determined from a first acceleration threshold value, which will be described later, as a determination condition when the assist rate control unit 16 selects the assist rate so that the standard assist rate is selected during free-run acceleration. I added a small thing.
As shown in FIG. 12, the acceleration threshold according to this embodiment is set to a relatively high first acceleration threshold and a relatively low second weight threshold. The first acceleration threshold is set to a value that can exclude the time of free-run acceleration (when the acceleration of the vehicle is detected to be extremely high). The first acceleration threshold is set to 30 m / s 2 , which is an acceleration that is too large when the bicycle accelerates. The second acceleration threshold is set to the same value as the acceleration threshold shown in the first embodiment described above.

  As shown in FIG. 12, FIG. 14 (A) and FIG. 16 (A), the assist rate control unit 16 according to this embodiment has a vehicle acceleration lower than the first acceleration threshold and higher than the second acceleration threshold. (A value between the first acceleration threshold value and the second acceleration threshold value), and when the total vehicle weight is smaller than the weight threshold value, a relatively small acceleration suppression assist rate is selected, and FIG. As shown in A), a standard assist rate is selected in other cases.

  Next, the operation of the bicycle with auxiliary power according to the third embodiment will be described with reference to the flowchart shown in FIG. The auxiliary powered bicycle according to this embodiment is different from the vehicle shown in the first embodiment only in the operation of comparing the vehicle acceleration and the first and second acceleration thresholds, and the other operations are the same as in the first embodiment. It is the same as the vehicle shown in the example. For this reason, only a different operation is described here, avoiding duplication of explanation.

  According to this embodiment, the vehicle calculated by the acceleration detecting unit 12 in step S4A after the assist motor 20 is in a state where an assist driving force is generated (assist start) in step S3 of the flowchart shown in FIG. It is determined whether the current acceleration is smaller than the first acceleration threshold and larger than the second acceleration threshold. At this time, if the vehicle does not start suddenly or is in the free-run acceleration state, it is determined as NO, and the process proceeds to step S5 without changing the assist rate from the standard assist rate. On the other hand, if there is a possibility of sudden acceleration, the determination is YES, and the process proceeds to step S7 to compare the total vehicle weight with the weight threshold value.

Therefore, also in the third embodiment, there is provided a bicycle with auxiliary power that does not start suddenly in any case, and can start smoothly even when the human driving force is small or on an uphill. Can do.
In this embodiment, the bicycle acceleration is calculated from the rotational speed of the assist motor 20. Therefore, a sensor for detecting the vehicle speed and acceleration is not required for obtaining the acceleration.

  For this reason, according to this embodiment, the manufacturing cost can be reduced as compared with the case where this type of sensor is provided. In this embodiment, when the vehicle acceleration is detected to be extremely high due to the above-described free-run acceleration, the standard assist rate is selected, so that the acceleration is detected from the rotational speed of the assist motor 20. However, the auxiliary driving force can be generated without deficiency when starting to climb uphill.

It is a block diagram which shows the structure of the vehicle with auxiliary power which concerns on this invention. It is a flowchart for demonstrating operation | movement of an auxiliary drive force control apparatus. It is a graph which shows the relationship between a determination threshold value and an assist rate. It is a graph for demonstrating the example in case an assist rate becomes small. It is a graph for demonstrating the example in case an assist rate becomes large. It is a block diagram which shows the structure of the bicycle with auxiliary power. It is a flowchart for demonstrating operation | movement of an auxiliary drive force control apparatus. It is a graph which shows the relationship between a determination threshold value and an assist rate. It is a graph for demonstrating the example in case an assist rate becomes small. It is a graph for demonstrating the example in case an assist rate becomes large. It is a graph for demonstrating the control method in case free-run acceleration generate | occur | produces. It is a graph which shows the relationship between a determination threshold value and an assist rate. It is a flowchart for demonstrating operation | movement of an auxiliary drive force control apparatus. It is a graph for demonstrating the example in case an assist rate becomes small. It is a graph for demonstrating the example in case an assist rate becomes large. It is a graph for demonstrating the control method in case free-run acceleration generate | occur | produces.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Auxiliary drive force control apparatus, 2 ... Speed detection apparatus, 3 ... Auxiliary drive consumption energy detection apparatus, 4 ... Energy apparatus, 5 ... Human power drive force detection apparatus, 6 ... Power supply operation apparatus, 7 ... Auxiliary drive force generation apparatus, DESCRIPTION OF SYMBOLS 11 ... Speed detection part, 12 ... Acceleration detection part, 13 ... Auxiliary driving force detection part, 14 ... Start detection part, 15 ... Weight calculation part, 16 ... Assist rate control part, 20 ... Assist motor, 21 ... Wheel rotation sensor, 22 ... Motor rotation detection encoder, 23 ... Motor current sensor, 24 ... Battery, 25 ... Pedal torque sensor, 26 ... Main switch.

Claims (5)

  1. A human-power-driving-force detecting device that detects the magnitude of the human-powered driving force composed of the occupant's force;
    An auxiliary driving force generator for generating auxiliary driving force so as to have a predetermined assist rate with respect to the magnitude of the human driving force;
    In a vehicle with auxiliary power provided with an auxiliary driving force control device that changes the assist rate when shifting from a state where auxiliary driving force is not generated to a state where auxiliary power is generated based on the state of the vehicle,
    The auxiliary driving force control device includes an acceleration detection unit for obtaining acceleration of the vehicle,
    A weight calculation unit for obtaining a total vehicle weight by dividing a total driving force composed of a sum of human driving force and auxiliary driving force by the acceleration; and
    Assist rate that sets the assist rate relatively small when the acceleration is greater than a predetermined acceleration threshold and the total vehicle weight is smaller than the predetermined weight threshold, and the assist rate is set relatively large in other cases A vehicle with auxiliary power, comprising a control unit.
  2. The vehicle with auxiliary power according to claim 1, wherein the acceleration detection unit obtains an acceleration by calculation from a rotation speed of the auxiliary driving force generator,
    The auxiliary driving force control device operates the auxiliary driving force generator when the magnitude of the human driving force exceeds a predetermined minimum value, and when the magnitude of the human driving force falls below the minimum value. An operation switching unit for stopping the auxiliary driving force generating device;
    A vehicle with auxiliary power, wherein the total vehicle weight is larger than another weight threshold as a condition when the assist rate control unit sets the assist rate to be relatively small.
  3. The vehicle with auxiliary power according to claim 1, wherein the acceleration detection unit obtains an acceleration by calculation from a rotation speed of the auxiliary driving force generator,
    The auxiliary driving force control device operates the auxiliary driving force generator when the magnitude of the human driving force exceeds a predetermined minimum value, and when the magnitude of the human driving force falls below the minimum value. An operation switching unit for stopping the auxiliary driving force generating device;
    A vehicle with auxiliary power, characterized in that the acceleration of the vehicle is smaller than another acceleration threshold as a condition when the assist rate control unit sets the assist rate to be relatively small.
  4.   2. The vehicle with auxiliary power according to claim 1, wherein the auxiliary driving force control device includes an auxiliary driving force detector that detects the magnitude of the auxiliary driving force based on a feedback value of energy consumption of the auxiliary driving force generator. A vehicle with auxiliary power, characterized in that
  5.   5. The vehicle with auxiliary power according to claim 4, wherein the auxiliary driving force generator is constituted by a motor, and the energy consumption is a current value of the motor.
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JP2014208523A (en) * 2013-03-29 2014-11-06 ヤマハ発動機株式会社 Control device for electric bicycle, power unit for electric bicycle, and electric bicycle
JP2015107789A (en) * 2013-10-24 2015-06-11 株式会社シマノ Gradient calculation device
WO2015128239A1 (en) * 2014-02-28 2015-09-03 Commissariat A L'energie Atomique Et Aux Energies Alternatives Assisting the movement of a wheel-mounted object by means of a control using the acceleration of the wheel-mounted object
JP2015164838A (en) * 2014-02-04 2015-09-17 ヤマハ発動機株式会社 Power-assisted vehicle and assist ratio controller
JP2016501157A (en) * 2012-12-12 2016-01-18 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングRobert Bosch Gmbh Method and apparatus for determining the total mass of an electric vehicle
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JP2016150684A (en) * 2015-02-18 2016-08-22 日本電産コパル株式会社 Power-assisted control system for vehicle and vehicle
WO2017175529A1 (en) * 2016-04-05 2017-10-12 ヤマハ発動機株式会社 Electric assist bicycle and pedal force assist system

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JPH11334677A (en) * 1998-05-27 1999-12-07 Sony Corp Moving device with auxiliary power source and control method for the same
JP2007161219A (en) * 2005-12-19 2007-06-28 Matsushita Electric Ind Co Ltd Vehicle with auxiliary power

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JPH11180375A (en) * 1997-12-24 1999-07-06 Matsushita Electric Ind Co Ltd Control method of vehicle with auxiliary motive power unit
JPH11334677A (en) * 1998-05-27 1999-12-07 Sony Corp Moving device with auxiliary power source and control method for the same
JP2007161219A (en) * 2005-12-19 2007-06-28 Matsushita Electric Ind Co Ltd Vehicle with auxiliary power

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012105198A1 (en) * 2011-01-31 2012-08-09 三洋電機株式会社 Electric bicycle
JP5070367B2 (en) * 2011-01-31 2012-11-14 三洋電機株式会社 Electric bicycle
JP2016501157A (en) * 2012-12-12 2016-01-18 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングRobert Bosch Gmbh Method and apparatus for determining the total mass of an electric vehicle
JP2014208523A (en) * 2013-03-29 2014-11-06 ヤマハ発動機株式会社 Control device for electric bicycle, power unit for electric bicycle, and electric bicycle
JP2015107789A (en) * 2013-10-24 2015-06-11 株式会社シマノ Gradient calculation device
JP2015164838A (en) * 2014-02-04 2015-09-17 ヤマハ発動機株式会社 Power-assisted vehicle and assist ratio controller
WO2015128239A1 (en) * 2014-02-28 2015-09-03 Commissariat A L'energie Atomique Et Aux Energies Alternatives Assisting the movement of a wheel-mounted object by means of a control using the acceleration of the wheel-mounted object
FR3018057A1 (en) * 2014-02-28 2015-09-04 Commissariat Energie Atomique ASSISTING THE MOVEMENT OF A ROLLING OBJECT BY ASSERVING USING THE ACCELERATION OF THE ROLLING OBJECT
DE102015202015B3 (en) * 2015-02-05 2016-05-04 Robert Bosch Gmbh Processing unit and method for generating drive signals for the electric drive of a two-wheeler
JP2016150684A (en) * 2015-02-18 2016-08-22 日本電産コパル株式会社 Power-assisted control system for vehicle and vehicle
WO2017175529A1 (en) * 2016-04-05 2017-10-12 ヤマハ発動機株式会社 Electric assist bicycle and pedal force assist system

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