JP2019137115A - Electric power assist vehicle - Google Patents

Abstract

To provide a vehicle that performs an electric power assist control in accordance with a running state.SOLUTION: A vehicle 100 according to the present invention is configured to move forward by actuation force by an operator, and has at least one of a front-wheel section and a rear-wheel section that includes a pair of right and left wheels 101 and 102, detects, by sensors, a speed of the vehicle 100 and an inclination thereof, decides a control method in accordance with a range of the detected speed and with a range of the detected inclination, and controls electric power assist force independently in right and left sides.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle that can be propelled by a driver's operating force, which performs posture control in accordance with a running state such as a start or a change in road surface, and particularly relates to a power-assisted bicycle.

  A vehicle that has three or more wheels, and at least one of the front wheel portion and the rear wheel portion can be propelled by rotating the wheels by a driver's operating force such as a bicycle composed of a pair of left and right wheels (hereinafter, A vehicle having a front wheel portion constituted by a pair of wheels is referred to as a “front wheel two-wheel vehicle”, and a vehicle having a rear wheel portion constituted by a pair of wheels is referred to as a “rear wheel two-wheel vehicle”). Compared to conventional two-wheeled bicycles that are arranged one by one, they are usually more stable against tilting and wobbling because of more than three wheels, but suitable for both low and medium speeds It is difficult to perform proper posture control, and rolling resistance increases due to an inappropriate rotational speed difference between a pair of wheels when turning on a curve, making it difficult to turn.

  Due to such problems, Patent Document 1 discloses a three-wheel front-wheel two-wheeled vehicle in which the entire link mechanism moves to the left and right in conjunction with steering of the steering wheel. The link movable state of the link mechanism uses a link angle control device. The link angle control device is attached to the stem part and the stop part attached to the link mechanism part, and the opening of the electric (electromagnetic) servo valve that is controlled via the ECU (electronic control unit) from the vehicle body speed sensor of the wheel. Depending on the degree, it is set with a tendency to fix the movable state of the link in the low speed range, and it is set with a tendency to eliminate the movable resistance of the link in the middle and high speed range, and the posture of the vehicle body is controlled by controlling the movable degree of the link angle of the link mechanism. Control is disclosed.

  On the other hand, as in Patent Document 2 and Patent Document 3, in an electrically assisted two-wheeled bicycle, a technique for controlling motor drive according to pedal rotation speed or pedal input torque is known.

JP 2010-184508 A Japanese Patent Laying-Open No. 2015-20642 Japanese Patent Laid-Open No. 2006-168894

  The three-wheel front-wheel two-wheeled vehicle in which the right wheel and the left wheel in the front wheel portion have the same rotational force as in Patent Document 1 can improve stability against a change in posture when turning on a curve. it can. However, since the front wheel two-wheel type or rear wheel two-wheel vehicle including the three-wheel front wheel two-wheel vehicle as in Patent Document 1 has many ground contact points due to multiple wheels, it is affected by a stepped surface or an inclined surface. It tends to tilt. Also, since the front wheel two-wheel type or rear wheel two-wheeled vehicle has a large wheel contact area, it requires a large amount of pedaling force when starting, which tends to cause imbalance and cause wobbling. is there. For example, in the case of a front-wheel two-wheeled vehicle, the balance of the center of gravity is particularly bad on an uphill, it is difficult to increase the speed, and wobbling tends to occur even when starting off. As described above, the front wheel two-wheel type or rear wheel two-wheeled vehicle is not sufficiently controlled in posture control with respect to the posture change of the vehicle in both cases of low speed and medium / high speed when the tilt or the wobble occurs. There is a problem that it is difficult to ensure stability.

  Patent Document 2 and Patent Document 3 describe assist motor drive control for a two-wheel bicycle, but a three-wheel bicycle has two motors and requires more advanced motor drive control to maintain posture. It becomes.

  Accordingly, an object of the present invention is to provide a pair of motors that independently control the rotational force of each of the pair of left and right wheels on at least one of the front wheel portion and the rear wheel portion in the case of low speed and medium / high speed. A vehicle capable of propulsion by rotating a wheel by a driver's operating force by performing posture control according to a running state such as starting or road surface change to ensure stability against the posture change, the vehicle And a control device used for the vehicle.

  According to one aspect of the present invention, there is provided a vehicle in which at least one of a front wheel portion and a rear wheel portion is configured by a pair of left and right wheels and can be propelled by a driver's operating force. The vehicle state is detected, and the rotational force of each of the pair of wheels can be controlled independently of each other in response to the detection.

  According to one specific example of the present invention, a vehicle in which at least one of the front wheel portion and the rear wheel portion is composed of a pair of left and right wheels and can be propelled by the driver's operating force, The vehicle state is detected, and the rotational force of each of the pair of wheels can be controlled independently of each other in response to the detection, and the battery and the one of the pair of wheels connected to the battery are rotated. A pair of motors composed of a motor for controlling force and a motor for controlling the other rotational force of the pair of wheels; a sensor for detecting a state and transmitting a state signal based on the detection; A vehicle body controller that transmits a control signal for controlling the pair of motors by calculating the state signal, and power supply between the battery and the pair of motors based on the control signal transmitted from the vehicle body controller. And a motor driver that controls the outputs of each of the pair of motors independently of each other according to the detected state signal, and independently controls the rotational force of each of the pair of wheels. .

  According to an embodiment of the present invention, the vehicle is a front-wheel two-wheel tricycle.

  According to an embodiment of the present invention, one of the above-described status signals is a signal related to the speed of the vehicle, and the control method is determined depending on where the speed of the vehicle belongs in a plurality of predetermined speed ranges. decide.

  Another one of the status signals is a signal related to the inclination angle of the vehicle with respect to the vertical direction, and depends on where the inclination angle of the vehicle belongs to a plurality of predetermined inclination angle ranges in addition to the above-described vehicle speed range. Determine the control method.

  The other one of the status signals is a signal related to the angular acceleration of the inclination of the vehicle with respect to the vertical direction. In addition to the above-described vehicle speed range, the angular acceleration of the inclination of the vehicle includes a plurality of predetermined angular acceleration ranges. The control method is determined depending on where it belongs.

  According to the present invention, a motor is disposed on each of the pair of wheels, and the output of each of the pair of motors is controlled independently of each other so that the rotational force of each of the pair of wheels is controlled independently of each other. By correcting the inclination of the vehicle due to time, road surface change, etc., it is possible to perform posture control according to the running state while suppressing wobble. In addition, by detecting the state of the vehicle with a sensor and performing arithmetic processing based on the detection result, it is possible to generate optimum mutually independent rotational forces for each of the pair of wheels.

  Other objects, features and advantages of the present invention will become apparent from the following description of embodiments of the present invention with reference to the accompanying drawings.

It is the schematic which looked at the vehicle as one Embodiment of this invention from the side. It is the schematic which looked at the vehicle of FIG. 1 from the front. FIG. 2 is a schematic diagram illustrating a tilt θ with respect to the vertical direction of the vehicle in FIG. 1 and viewed from the front when the vehicle is tilted to the left as viewed from the driver. It is a block diagram which shows the function structure of the control apparatus used for the vehicle as one Embodiment of this invention, Comprising: The state which operated the motor as an electric motor is represented. It is a block diagram which shows the function structure of the control apparatus used for the vehicle as one Embodiment of this invention, Comprising: The state which operated the motor as a generator is represented. It is a figure which shows the relationship between the general value of the pedal depression force (human power, operating force), the maximum value of the motor force assisted by the motor, and the vehicle speed. It is a figure which shows the relationship between the vehicle speed and control method as one Embodiment of this invention. It is a main flowchart of assist control as one embodiment of the present invention. It is a flowchart which shows the control in the driving modes in the flowchart of FIG. It is a figure which shows the relationship between the inclination-angle sensor as one Embodiment of this invention, a vehicle speed, and left-right assist ratio. It is a figure which shows the relationship between the angular velocity as one embodiment of this invention, a vehicle speed, and the left-right assist ratio.

  Examples of the present invention will be described below with reference to the drawings, but the present invention is not limited to these examples.

1. Appearance of Vehicle FIGS. 1, 2A, and 2B show a vehicle 100 that is an embodiment of the present invention. The vehicle here means that at least one of the front wheel portion and the rear wheel portion is composed of a pair of left and right wheels, and a wheel on at least one of the front wheel portion and the rear wheel portion is rotated by the operating force of the driver. It is a vehicle that can be propelled. As such a vehicle, for example, there is a bicycle that can be propelled by rotating a wheel by applying a pedaling force as an operating force to a pedal. In the following embodiments, among the vehicles, particularly bicycles are shown, but the present invention can also be applied to vehicles that can be propelled by the operating force of drivers other than bicycles.

  The vehicle 100 is a front-wheel two-wheel bicycle in which a front wheel portion of a front wheel portion and a rear wheel portion is composed of a pair of left and right wheels, and is a first wheel located on the right side when viewed from a driver disposed on the front wheel portion. A pair of left and right wheels having a wheel 101 and a second wheel 102 located on the left side as viewed from the driver, and a single third wheel 103 disposed in the rear wheel portion are provided. In this case, one or more wheels may be provided in the rear wheel portion. The first wheel 101 and the second wheel 102 may be connected by a link mechanism 113. Further, the vehicle 100 is disposed on the battery 109 and the hub of the first wheel 101, and is disposed on the hub of the first motor 104 and the second wheel 102 for controlling the rotational force of the first wheel 101. And a pair of motors composed of a second motor 105 for controlling the rotational force of the second wheel 102. The pair of motors 104 and 105 are connected to a battery 109.

  The vehicle 100 in FIGS. 1, 2A, and 2B is a front-wheel two-wheeled three-wheel bicycle in which the front wheel portion is configured by a pair of left and right wheels, but the rear wheel portion is configured by a pair of left and right wheels. A two-wheeled vehicle may be used. Among rear wheeled two-wheeled vehicles, for example, in the case of a rear wheeled two-wheeled bicycle, by adopting a differential gear (differential gear) in the rear wheel, a difference in rotation is given to the left and right wheels, and further left and right A motor is placed on each hub of the wheel.

  The vehicle 100 also includes a sensor group that detects the state of the vehicle 100 and transmits a state signal based on the detection. As shown in FIG. 1, the state of the vehicle 100 includes, for example, the inclination of the vehicle 100 with respect to the vertical direction, the operating force by the driver of the vehicle 100, the speed of the vehicle 100, the position of the pedal (crank angle), etc. Is detected by the inclination sensor 106, the operating force sensor 107, the speed sensor 108, the crank angle sensor 122, and the like. The tilt sensor 106, the operating force sensor 107, the speed sensor 108, the crank angle sensor 122, and the like are not limited in type as long as their functions can be exhibited.

2. Configuration of Vehicle In FIGS. 3 and 4, at least one of the front wheel portion and the rear wheel portion has a pair of left and right wheels having a right wheel that is the first wheel 101 and a left wheel that is the second wheel 102. The control apparatus 117 used for the vehicle 100 comprised by these wheels is shown. The control device 117 is connected to the battery 109, the battery 109, the first motor 104 that controls the rotational force of the right wheel that is the first wheel 101, and the rotational force of the left wheel that is the second wheel 102. A pair of motors configured to control the second motor 105, a tilt sensor 106, an actuation force sensor 107, a speed sensor 108, and a crank angle sensor 122. The state of the vehicle 100 is detected and the detection is performed. A sensor group that transmits a state signal (tilt signal 118, operating force signal 119, speed signal 120, crank angle signal 123) based on the received state signals 118 to 120, 123, and performs arithmetic processing. A vehicle body controller 114 that transmits a control signal 121 for controlling the output of the second motor 105, and a vehicle body controller 114 that transmits the control signal 121. Based on the control signal 121, the first motor driver 115 that controls the power supply between the battery 109 and the first motor 104, and the power supply between the battery 109 and the second motor 105 are controlled. A second motor driver 116 is provided.

  In this way, the first motor driver 115 and the second motor driver 116 that have received the control signal 121 are respectively connected from the battery 109 to the first motor 104 and the second motor driver 116 as shown in FIG. The electric power is supplied to the motor 105, and at a certain timing, the electric power is supplied from the first motor 104 and the second motor 105 to the battery 109 as shown in FIG. The outputs of the second motor 105 can be controlled independently of each other.

  The first motor driver 115 and the second motor driver 116 may be integrated motor drivers, and the vehicle body controller 114, the first motor driver 115, and the second motor driver 116 may be The controller may be configured as an integrated controller, and the configuration may be appropriately determined according to the form of the vehicle. The vehicle body controller 114, the first motor driver 115, and the second motor driver 116 may be disposed on the handle 112 that is a grip portion of the driver of the vehicle 100. When the vehicle 100 is a bicycle, It may be arranged under the saddle 111, and its arrangement position may be appropriately determined according to the form of the vehicle.

  3 and 4, the control signal 121 is transmitted from the vehicle body controller 114 to the first motor driver 115 and the second motor driver 116 through one signal line. By having 121 an authentication code for each of the first motor driver 115 and the second motor driver 116, it may be transmitted by one signal line, and if a control signal can be transmitted It may be wired or wireless.

  The inclination sensor 106 of the sensor group is operated by electric power from the battery 109 and detects the inclination of the vehicle 100 with respect to the vertical direction. By including the inclination sensor 106, it is possible to detect a wobbling that alternately inclines with respect to the left and right due to a change in the road surface or the like when the vehicle starts. Examples of the tilt sensor 106 include a tilt angle sensor and a gyro sensor. As shown in FIG. 1, when the vehicle 100 is a bicycle, an inclination angle sensor, a gyro sensor, and the like may be disposed under the saddle 111.

  As shown in FIG. 2B, when the vehicle 100 is tilted to the left as viewed from the driver with respect to the vertical direction, the tilt angle sensor detects the tilt angle θ, or the gyro sensor detects the angular velocity with respect to the tilt angle θ. Thus, the inclination of the vehicle 100 is detected. Further, as the inclination sensor 106, for example, there is a torque sensor, and a torque sensor is arranged on each of the first wheel 101 and the second wheel 102, and the difference in torque of each wheel detected from each torque sensor is calculated. The inclination of the vehicle 100 can also be detected by using it. Further, as the tilt sensor 106, for example, there is a steering angle sensor, and a vehicle is also provided by arranging a steering angle sensor on a handle 112 that is a gripping portion of a driver and using a steering angle detected from the steering angle sensor. 100 tilts can be detected.

  Note that the inclination sensor 106 is configured so that the road surface on which the vehicle 100 is traveling is a horizontal road surface as shown in FIGS. 1, 2A, and 2B, or a road surface having an inclination of an uphill or a downhill. The inclination of the vehicle 100 with respect to the vertical direction can be detected. The sensor itself may determine the actual inclination angle θ, or one or more types of sensors may be used, and information from the sensors may be processed together to determine the actual reasonable inclination angle θ. 114 may be calculated.

  The inclination sensor 106 generates a state signal (inclination signal 118) including information related to the detected inclination and transmits it to the vehicle body controller 114.

  The operating force sensor 107 of the sensor group is operated by electric power from the battery 109 and detects an operating force for propelling the vehicle 100 by a driver of the vehicle 100. When the vehicle 100 is a bicycle, the operating force sensor 107 includes a torque sensor. As shown in FIG. 1, a torque sensor is arranged on a shaft connecting a pair of left and right pedals 110, and the driver of the vehicle 100 detects the torque of the rotating shaft when the driver steps on the pedal 110, and the driver makes the torque sensor. Detects pedal force, which is power.

  The operating force sensor 107 may be any sensor that can detect the operating force applied by the driver of the vehicle 100. Also, like the tilt angle sensor, the operating force sensor itself may determine the actual operating force. One or more types of sensors are used, and the information from the sensors is processed together to obtain the actual operating force. The vehicle controller 114 may calculate an appropriate operating force.

  The operating force sensor 107 generates a state signal (operating force signal 119) including the detected operating force and transmits it to the vehicle body controller 114.

  The speed sensor 108 of the sensor group is operated by, for example, electric power from the battery 109 and is disposed on the third wheel 103 that is a rear wheel as shown in FIG. 1. The speed of the vehicle 100 is determined from the rotational speed of the third wheel 103. Is detected. The speed sensor 108 may be any sensor that can detect the speed of the vehicle 100. Moreover, the speed sensor 108 may be arrange | positioned in any of the 1st wheel 101 and the 2nd wheel 102, The arrangement position can be suitably determined according to the form of a vehicle.

  Also, like the tilt angle sensor and the actuation force sensor, the speed sensor itself may determine the actual actuation force, and one or more types of sensors are used, and information from the sensors is processed together. Thus, the vehicle body controller 114 may calculate the actual reasonable speed. In addition, if the object of the present invention can be achieved, a speed sensor and a vehicle controller that can simply determine whether one or more predetermined threshold speeds are exceeded or not, instead of continuously obtaining the speed. You may make it be the structure of. The speed sensor 108 generates a state signal (speed signal 120) including the detected speed (including the case of the speed information indicating the range of the predetermined speed threshold as described above) to generate the vehicle body controller 114. Send to.

  The pedal moves circularly around the shaft, and the position on the circumference of the pedal is represented by an angle (0 deg-360 deg) and is called a crank angle. The crank angle sensor 122 of the sensor group is operated by, for example, electric power from the battery 109, generates a state signal (crank angle signal 123) indicating the detected pedal position (crank angle), and transmits it to the vehicle body controller 114. The crank angle sensor 122 may be incorporated in a torque sensor that is the operating force sensor 107.

  The vehicle body controller 114 receives the state signals (inclination signal 118, operating force signal 119, speed signal 120, crank angle signal 123), determines the inclination angle including the speed of the vehicle 100 and the direction of the inclination of the vehicle 100, The operating force and the pedal position are determined from the operating force signal 119 and the crank angle signal 123, and the rotational force (assist force) of the first motor 104 and the second motor 105 is determined. Furthermore, the vehicle body controller 114 transmits a control signal 121 corresponding to the rotational force (assist force) of the first motor 104 and the second motor 105 to the first motor driver 115 and the second motor driver 116.

  The first motor driver 115 and the second motor driver 116 are respectively connected between the battery 109 and the first motor 104 and the second motor 105 based on the control signal 121 transmitted from the vehicle body controller 114. To control the power supply. The output of the first motor 104 and the output of the second motor 105 are based on the control signal 121 transmitted from the vehicle body controller 114 by the first motor driver 115 and the second motor driver 116, respectively. The power supply between the first motor 104 and the second motor 105 is controlled so that they can be controlled independently of each other.

  The output of the first motor 104 and the output of the second motor 105 controlled independently of each other control the rotational force of the first wheel 101 and the rotational force of the second wheel 102 independently of each other. Thus, the inclination of the vehicle 100 is corrected and the posture is returned to the vertical direction. In this case, the 1st motor 104 and the 2nd motor 105 can increase the rotational force of the wheel located in the same side with respect to the inclination of a pair of wheels, or the other side to the inclination The rotational force of the wheel located at can be reduced.

3. Assist Control In the present invention, the vehicle body controller 114 receives outputs from various sensors and determines the outputs of the first motor 104 and the second motor 105. The process will be described in detail. In order to simplify the explanation, the first motor 104 is used for assisting the right wheel, and the second motor 105 is used for assisting the left wheel.

  FIG. 5 is a diagram illustrating a relationship between the force (human power, operating force) on which a person steps on the pedal, the maximum motor force assisted by the motor, and the vehicle speed in the present embodiment. In the vehicle that is the subject of the present invention, the maximum value f of the assisting motor force is regulated by law. The maximum value f also depends on the type and characteristics of the vehicle. The maximum motor force value is f at low speed, but becomes smaller than f when a certain vehicle speed V1 is exceeded, and becomes 0 when the vehicle speed V2 is reached. The ratio between the human power and the maximum value f of the motor force is called an assist ratio F.

  FIG. 6 is a diagram illustrating the relationship between the vehicle speed and the control method in the present embodiment. The assist control method is switched according to the vehicle speed.

  FIG. 7 is a main flow of the assist control program of this embodiment. The vehicle body controller 114 performs assist control by executing an assist control program indicated by this flow. This flow is started by turning the key of the vehicle or turning on the assist switch. Moreover, this flow is complete | finished by returning the key of a vehicle or turning off an assist switch.

S701: It is checked whether the power of the motor unit (motor drivers 115 and 116, motors 104 and 105) is on.
S702: If the motor unit is powered on in S701, it is checked whether there is any abnormality in the system. This check is performed by the body controller 114 executing a diagnostic program. Items to be checked are whether the voltage of the battery 109 is in a normal range, whether the voltages of the sensors 106, 107, 108, 122 are in a normal range, whether signals can be output to the motor drivers 115, 116, and so on.

S703: If there is no abnormality in the system in S702, the travel mode is entered.
S704: If there is an abnormality in the system in S702, the motor output is turned off.
S705: Inform the user where there is an abnormality in the system.
S706: As an alternative to S705, the vehicle may be in the parking mode.

FIG. 8 is a flowchart showing the control during the travel mode (S703) in the flowchart of FIG.
S801: It is checked whether or not the operating force signal 119 is output from the operating force sensor 107, that is, whether or not a person is stepping on a pedal.
S802: When the output of the operating force signal 119 is 0, the output of the motor is turned off.
S803: The current mode value (described later) is held and recorded.

  S804: A torque execution value is calculated. In many cases, the relationship between the signal value (voltage V) of the actuation force signal 119 from the actuation force sensor 107 acquired in S801 and the actual torque effective value (Nm) is not a linear relationship but is distorted. Yes. The relationship between the two can vary depending on the characteristics of the sensor used. Therefore, the signal value of the actuation force signal 119 is converted into the torque effective value Tqθc from the characteristics of the actuation force sensor 107. Tqθc means a torque execution value when the crank angle is θc.

  S805: The speed signal 120 which is the output of the speed sensor 108 is taken in, and the speed v of the vehicle is acquired. A tilt signal 118, which is an output of the tilt sensor 106, is taken in to acquire the tilt angle θ of the vehicle. Further, the crank angle signal which is the output of the crank angle sensor 122 is taken in, and the crank angle is acquired.

S806: The assist ratio F is calculated. The assist ratio is calculated according to FIG. 5 (motor force / human power) and is a function of the speed v.
S807: The pedal angle smoothing coefficient z is acquired. The pedal angle smoothing coefficient z is a function of the pedal angle (crank angle θc). The operating force (torque) from the driver varies depending on the crank angle θc, but if the torque is reflected in the assist force, it becomes a jerky output and the ride comfort becomes worse, so leveling is performed with the pedal angle smoothing coefficient z. .

S808: It is checked whether or not the held mode value is A.
S809: When the held mode value is A, it is checked whether or not the vehicle speed exceeds a.

S810: If the vehicle speed v exceeds a in S809, the mode value is set to B and mode B control is performed.
S811: If the vehicle speed v does not exceed a in S809, the running mode is controlled and the mode value is set to A. In the running mode, the left and right wheels are assisted with the same force, and the output value of the assisting motor is reduced in order to prevent sudden start.
S813: If the mode value is not A, it is checked whether it is the first pulse after it is determined that the vehicle has stopped, that is, whether or not the vehicle has started running after stopping.

S814-S816: If it is not the start of traveling after stopping, the vehicle speed v obtained in S805 is determined.
S817-S820: The mode A-N is controlled in accordance with the vehicle speed. Also, the mode value is held. That is, the assist force corresponding to each mode is determined for each of the left and right wheels, and a control signal is transmitted to the motor drivers 115 and 116. It also holds and records the mode value. If the vehicle speed v exceeds the maximum vehicle speed for assisting (V2 in FIG. 5), the process jumps to S802 to turn off the motor output. The vehicle speed n in FIG. 8 corresponds to V2 in FIG.

These steps are repeated so that S801 is executed periodically, for example, every 10 microseconds.
Each mode will be described later.

A method for calculating assist torque, which is assisting force, will be described.
The assist torque TqMotθc when the pedal position (crank angle) is θc is expressed by Expression (1).

TqMotθc = F * k * z * Tqθc (1)

here,
Tqθc: an execution torque value when the crank angle is θc, and the value calculated in S804 is used.
F: Assist ratio, and the value calculated in S806 of FIG. 8 is used according to FIG.
k: Motor shaft conversion coefficient, which is a value determined by the performance of the motor.
z: The pedal angle smoothing coefficient z acquired in S807, which is a function of the crank angle θc.

The control in the mode set in S817-S820 of FIG. 8 will be described.
FIG. 9 shows the assist torque calculated by the above equation (1) according to each mode and the vehicle inclination angle θ (deg) as the first wheel (right wheel: R) and the second wheel (left wheel: L). The ratio in the case of sorting is shown. With respect to the vehicle inclination angle θ, the rightward tilt with respect to the traveling direction is defined as +.

  The assist force of the right wheel R is TqMotθc * L / (L + R), and the assist force of the left wheel R is TqMotθc * R / (L + R). For example, in FIG. 9, in mode B, when θ is between θ1 and θ2 (shaded portion), R is 0.5 and L is 0.25. The assist torque TqMotθi is multiplied by 0.5 / (0.5 + 0.25) for the right wheel, and 0.25 / (0.5 + 0.25) is accumulated for the left wheel. The assist force of the wheel (assist torque). A control signal 121 corresponding to each assist torque is transmitted to the motor driver 115 for the first wheel and the motor driver 116 for the second wheel.

  Therefore, the assisting force and the assisting balance of the left and right wheels can be changed according to the mode determined by the vehicle speed and the inclination angle θ (deg) of the vehicle body.

Each mode will be described.
(A) Mode A (ultra-low speed mode): typically a low-speed mode of 2 km / h or less, which has a strong assist force, but assists the left and right wheels with the same force regardless of the inclination angle θ of the vehicle body. .

(B) Mode B (low speed mode): Typically, it is a low speed mode of 2 to 5 km / h, and performs control for suppressing wobbling of the vehicle body. In this mode, when the assist force is strong and the tilt angle θ of the vehicle body increases, the difference in assist force between the left and right wheels increases. Increase the assist force of the inclined wheel. That is, when the vehicle tilts to the right with respect to the traveling direction, the assist force of the right wheel is increased.

(C) Mode C (medium speed mode): Typically, it is a medium speed mode of 5-10 km / h, and performs control for assisting turning of the vehicle. In this mode, when the assist force is slightly weakened and the vehicle body inclination angle θ is increased, the difference in assist force between the left and right wheels increases. Increase the assist force of the wheel on the opposite side to the inclined side. That is, when the vehicle tilts to the right with respect to the traveling direction, the assist force of the left wheel is increased.

(D) Mode N (high speed mode): Typically, this is a high speed mode of 10-20 km / h, and performs control to assist turning of the vehicle. In this mode, when the assist force is weakened and the tilt angle θ of the vehicle body is increased, the difference in assist force between the left and right wheels is increased. Increase the assist force of the wheel on the opposite side to the inclined side. That is, when the vehicle tilts to the right with respect to the traveling direction, the assist force of the left wheel is increased.

  The left / right ratio of the assist force in each mode is as shown in FIG. Since FIG. 9 is an example, the speeds a, b, c, m, n, the inclination angles θ1, θ2, θ3, and the left / right ratio of the assist force in the table can be changed depending on the property of the vehicle and the test results. Can be reflected in the program. Further, x, k, z used in the flowchart of FIG. 8 and the above equation (1) and the conversion formula between the measured torque value and the execution torque value can be changed and reflected in the assist control program.

  The table in FIG. 9 and the above-described constants and conversion table may be stored in a memory in the vehicle body controller 114 so that they can be rewritten as necessary. These constants and conversion values may be read from the memory when the assist control program is executed.

  In this embodiment, four modes A, B, C, and N are provided in FIGS. 8, 9, and 10, but the vehicle speed may be divided more finely and five or more modes may be provided. Similarly, the speed of the vehicle may be further divided and three or less modes may be provided.

  Similarly, in FIGS. 9 and 10, the vehicle tilt angle θ and the angular velocity ω may be classified more finely or coarsely to determine the ratio of the left and right assist forces.

4). Modified Example FIG. 10 is similar to FIG. 9, but uses an angular velocity ω (deg / sec) of the tilt of the vehicle body instead of the tilt angle θ (deg) of the vehicle body. The vehicle body is provided with an acceleration sensor (not shown) instead of or in addition to the tilt sensor 106. The vehicle body controller 114 receives a signal from the acceleration sensor (S805 in FIG. 8). As in the case of FIG. 9, the assist torque TqMotθc calculated by the equation (1) is distributed from the mode and the angular velocity ω in the right / left ratio shown in the figure, and the motor driver 115 of the first wheel and the second A control signal 121 corresponding to the wheel motor driver 116 is transmitted.

  The acceleration sensor is typically a gyro sensor.

  The angle sensor may be attached so as to detect the inclination in the traveling direction of the vehicle, or the front and rear inclination and angular velocity of the vehicle body may be detected by the gyro sensor, and the signal may be taken into the vehicle body controller 114. From these sensor outputs, it is possible to detect whether the vehicle is uphill or downhill. Control may be performed such that the assist ratio F is increased for an uphill and the assist ratio F is decreased for a downhill.

  The crank angle sensor 122 may not be mounted. In this case, the assist torque TqMotθc is calculated using the pedal angle smoothing coefficient z in the calculation formula (1) as a constant.

  While the above description has been made with respect to particular embodiments, it will be apparent to those skilled in the art that the invention is not limited thereto and that various changes and modifications can be made within the scope of the principles of the invention and the appended claims. is there.

DESCRIPTION OF SYMBOLS 100 Vehicle 101 1st wheel 102 2nd wheel 103 3rd wheel 104 1st motor 105 2nd motor 106 Tilt sensor 107 Acting force sensor 108 Speed sensor 109 Battery 110 Pedal 111 Saddle 112 Handle 113 Link mechanism 114 Car body Controller 115 First motor driver 116 Second motor driver 117 Control device 118 Tilt signal 119 Operating force signal 120 Speed signal 121 Control signal 122 Crank angle sensor 123 Crank angle signal

Claims (10)

A vehicle configured to be propelled by a driver's operating force, wherein at least one of a front wheel portion and a rear wheel portion is composed of a pair of left and right wheels,
The state of the vehicle is detected, and the rotational force of each of the pair of wheels can be controlled independently of each other in response to the detection,
Battery,
A pair of motors connected to the battery and configured to control a rotational force of one of the pair of wheels and a motor for controlling the other rotational force of the pair of wheels; ,
A sensor that detects the state and transmits a state signal based on the detection;
A vehicle body controller that computes the state signal and transmits a control signal for controlling the pair of motors;
A motor driver for controlling power supply between the battery and the pair of motors based on the control signal transmitted from the vehicle body controller;
With
A vehicle capable of controlling the outputs of the pair of motors independently of each other by the motor driver in accordance with the detected state signal, and independently controlling the rotational forces of the pair of wheels.   The status signal includes a signal related to a vehicle speed, and the vehicle body controller controls the rotational force of each of the pair of wheels according to where the vehicle speed belongs in a plurality of predetermined speed ranges. The vehicle according to claim 1, wherein the vehicle is determined.   The state signal includes a signal related to a tilt angle with respect to a vertical direction of the vehicle, and the vehicle body controller determines whether each of the pair of wheels depends on where the tilt angle of the vehicle belongs in a plurality of predetermined tilt angle ranges. The vehicle according to claim 2, wherein control of the rotational force is determined.   The state signal includes a signal related to a tilt angular velocity with respect to a vertical direction of the vehicle, and the vehicle body controller determines whether each of the pair of wheels depends on where the tilt angular velocity of the vehicle belongs in a plurality of predetermined tilt angular velocity ranges. The vehicle according to claim 2, wherein control of the rotational force is determined.   The vehicle according to claim 3, wherein the inclination speed of the vehicle is detected by an inclination sensor.   The vehicle according to claim 4, wherein the inclination angular velocity of the vehicle is detected by an acceleration sensor.   The apparatus according to any one of claims 1 to 6, wherein the status signal includes a signal related to an operating force, and an output value of the pair of motors is determined by the operating force and a speed of the vehicle.   The vehicle according to claim 7, wherein the operating force is detected by an operating force sensor.   The said state signal contains the signal regarding the crank angle which shows the position on the rotation circle | round | yen of a pedal, and an energy vehicle body controller correct | amends the output value of a said pair of motor with a crank angle. vehicle.   Control of the rotational force of each of the pair of wheels includes changing the output value of the pair of motors and changing a distribution ratio for distributing the output value of the pair of motors to each of the pair of vehicles. The vehicle according to claim 9.