JP4514072B2 - Electric bicycle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an electric bicycle provided with a drive motor that generates self-propelled power in response to an operation amount of a self-propelled operation by a driver. In particular, the self-propelled power when a braking operation is performed can be optimally controlled. It relates to electric bicycles.
[0002]
[Prior art]
An electric motor that generates auxiliary power in response to the pedaling force input to the crankshaft and combines the auxiliary power and the pedaling force and transmits them to the drive wheels. For example, Japanese Laid-Open Patent Publication No. 9-263289 proposes an electric bicycle including a drive motor that generates self-running power in response to the opening degree of a throttle lever.
[0003]
[Problems to be solved by the invention]
In the above-described electric bicycle, it is not necessary to generate self-propelled power while the brake lever is operated during traveling. Therefore, it is desirable to conserve stored energy by limiting the self-propelled power when operating the brake lever. However, since electric bicycles are heavier than conventional bicycles, for example, when starting on a slope, smooth starting is possible by operating the throttle lever from the state in which the brake lever is operated and generating self-propelled power. .
[0004]
However, conventionally, since the control in which the braking device, the vehicle speed, and the drive motor are associated with each other has not been performed, the drive motor generates self-propelled power even when the brake is operated during traveling. There has been a technical problem that it is difficult to generate a self-propelled power from the braking state at the time of starting and to start smoothly.
[0005]
SUMMARY OF THE INVENTION An object of the present invention is to solve the above-described problems of the prior art and to control the self-running power of a drive motor determined by the amount of self-running operation by the driver as a function of the braking state and the vehicle speed. It is in.
[0006]
[Means for Solving the Problems]
In order to achieve the above-described object, the present invention provides an electric bicycle including a drive motor that generates self-propelled power in response to an operation amount of a self-propelled operation by a driver. A braking time control means for controlling the self-propelled power is provided.
[0007]
According to the above feature, the self-propelled power determined based on the operation amount of the self-propelled operation by the driver can be controlled based on the braking operation and the vehicle speed. Can be.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing a configuration of an electric bicycle to which the present invention is applied, and illustrations of components that are unnecessary for the description of the present invention are omitted.
[0009]
The handle 10 is provided with a brake lever 11 for the rear wheel at the left end and a brake lever 13 for the front wheel at the right end, as in a conventional bicycle. Brake switches 12 and 14 are provided which detect that the levers 11 and 13 are in an operating state and output a braking signal SB. Further, at the right end portion of the handle 10, a throttle lever 16 serving as a self-running operation input means for instructing a self-running power generated by a drive motor M, which will be described later, and a throttle opening sensor 15 for detecting the operation angle θth as an operation amount. Is provided.
[0010]
A power unit 2 that selectively enables “self-traveling” by the driving motor M and “assist traveling” that assists the pedaling force by the driving force of the driving motor M is mounted at the center of the body frame. The pedaling force input to the crankshaft 30 from the left and right crank pedals 38L, 38R is transmitted to the large-diameter gear 36 coaxially connected to the crankshaft 30 via the one-way clutch 26, and further to the first idle shaft 35. To the output shaft 34.
[0011]
On the other hand, the driving force generated by the drive motor M is transmitted to the idle gear 37 via the second idle shaft 36. The idle gear 37 is connected to the first idle shaft 35 via a one-way clutch 29, and the driving force transmitted to the idle gear 37 is transmitted to the output shaft 34 via the first idle shaft 35. The One end of the output shaft 34 is exposed to the outside of the power unit 2, and a drive sprocket 32 is connected to the exposed end portion.
[0012]
The motor rotation sensor 25 detects the rotation speed NM of the drive motor M. The temperature sensor 24 detects the temperature TM of the drive motor M. The pedaling force sensor 23 detects the pedaling force input to the crankshaft 30. The crank rotation sensor 22 detects the rotational speed NC of the crankshaft 30. The current sensor 27 detects the drive current IM of the drive motor M. The output signal of each sensor is input to the controller 20.
[0013]
A driven sprocket 33 and a four-speed transmission 19 are provided on the axle of the rear wheel 31 as a drive wheel. The drive sprocket 32 and the driven sprocket 33 of the output shaft 34 are connected by a chain 39. In response to the shift command SG output from the controller 20, the automatic shift actuator 17 outputs a shift speed signal DG representing the shift speed. The transmission 19 is shifted by the gear stage signal DG. The rotational speed V of the rear wheel 31 is detected by the vehicle speed sensor 18 and is taken into the controller 20.
[0014]
FIG. 2 is a block diagram showing a configuration of a main part of the controller 20, and the same reference numerals as those described above represent the same or equivalent parts.
[0015]
In the self-running reference duty ratio map 201, the reference duty ratio Dref1 of the drive current IM supplied to the drive motor M during self-running travel is registered in advance as a function of the throttle opening θth detected by the throttle opening sensor 15. Has been. In the reference duty ratio map 202 at the time of assist, the reference duty ratio Dref2 of the drive current IM supplied to the drive motor M at the time of assist travel includes the pedaling force F detected by the pedaling force sensor 23 and the vehicle speed V detected by the vehicle speed sensor 18. As a function of
[0016]
The vehicle speed V is not obtained by the vehicle speed sensor 18, but a vehicle speed detector 213 is provided separately as shown by a broken line in FIG. The vehicle speed V may be detected based on DG and the motor rotational speed NM.
[0017]
The acceleration detection unit 203 detects the acceleration ΔV based on the time change rate of the vehicle speed V. The gear discriminating unit 204 discriminates the current gear stage G based on the detected vehicle speed V and motor rotational speed NM. The sudden acceleration suppression control unit 205 compares the detected acceleration ΔV with a reference acceleration ΔVref, and when the detected acceleration ΔV exceeds the reference acceleration ΔVref, control for suppressing sudden acceleration is performed as a duty described later. The ratio correction unit 208 is instructed.
[0018]
The shift control unit 206 refers to the shift vehicle speed (Vch) data table 206a based on the detected acceleration ΔV and vehicle speed V, and the current gear stage G determined by the gear determination unit 204, and determines the current running state. Is a shift timing. The determination result is provided to the duty ratio correction unit 208 and output to the speed change actuator 17.
[0019]
Based on the current gear stage G and the motor rotational speed NM, the non-ride self-running determination unit 207 determines whether or not the current self-run operation is in a non-ride state of the driver. When it is determined that the self-running operation is in the non-riding state of the driver, the push-walking control unit 211 instructs the duty ratio correction unit 208 to perform control for generating self-running power corresponding to the walking speed. To do.
[0020]
The braking control unit 210 instructs the duty ratio correction unit 208 to control the self-running power according to the presence or absence of a braking operation and the vehicle speed V. More specifically, the braking control unit 210 detects that the brake switches 12 and 14 are in an on state while the vehicle is running. Instructs control for generating a driving force as a load. Further, when a self-propelled operation is performed in a stop state in which the brake switches 12 and 14 are on, the driving motor M is generated as it is in response to the operation amount of the self-propelled operation.
[0021]
The motor output limiter 209 monitors the usage status of the drive motor M based on the drive current IM of the drive motor M detected by the current sensor 27 and the temperature TM of the drive motor M detected by the temperature sensor 24. When the drive motor M is under severe usage conditions, the duty ratio correction unit 208 is instructed to control the self-running power.
[0022]
The duty ratio correction unit 208 uses the sudden acceleration suppression control unit 205, the shift control unit 206, and the push-walking control, as will be described later in detail, for the reference duty ratios Dref1 and Dref2 obtained by the duty ratio maps 201 and 202. Correction is performed based on instructions from the unit 211, the braking control unit 210, and the motor output limiting unit 209, and the target duty ratio DM is output.
[0023]
Next, a method for controlling the drive motor M during self-running by the controller 20 will be described with reference to the flowchart of FIG.
[0024]
In step S11, the throttle opening sensor 15 detects the opening θth of the throttle lever 16, the vehicle speed sensor 18 detects the vehicle speed V, and the motor rotation sensor 25 detects the rotational speed NM of the drive motor M. . In step S12, the acceleration ΔV is calculated by the acceleration detector 203 based on the vehicle speed V detected in step S11. In step S13, the current gear stage G is determined by the gear determination unit 204 based on the correlation between the vehicle speed V and the motor rotation speed NM. The gear stage G may be determined based on the gear stage signal DG output from the automatic transmission actuator 17.
[0025]
In step S14, the current sensor 27 detects the drive current IM of the drive motor M, and the temperature sensor 24 detects the temperature TM of the drive motor M. In step S15, the self-running duty ratio map 201 is referred to, and the self-running reference duty ratio Dref1 is searched based on the throttle opening θth detected in step S11.
[0026]
In step S <b> 16, based on the state of the brake switches 12 and 14, the braking time control unit 210 determines whether or not a brake operation is being performed. If the brake operation is not performed, in step S17, based on the rate of increase ΔNM of the motor rotational speed NM, whether or not the driver has operated the throttle lever 16 in the non-riding state by the non-riding self-running determination unit 207. Is determined. Here, if the increase rate ΔNM of the motor rotation speed NM is equal to or higher than the reference increase rate ΔNref, it is determined that the driver has operated the throttle lever 16 in the non-riding state, and the process proceeds to step S24. It is determined that the throttle lever 16 has been operated, and the process proceeds to step S18.
[0027]
The parameter for determining whether or not the throttle lever 16 has been operated in a non-riding state of the driver is not limited to the motor rotation speed increase rate ΔNM as described above, and for example, the acceleration ΔV is adopted as the determination parameter. However, when the acceleration ΔV is larger than the reference acceleration, it may be determined that the operation is in a non-riding state. Alternatively, the change rate of the drive current of the drive motor M may be adopted as a determination parameter, and when the current change rate is larger than the reference change rate, it may be determined that the operation is in the non-riding state.
[0028]
As described above, in this embodiment, whether or not the self-running operation is performed in a non-riding state of the driver, whether the vehicle acceleration, the change rate of the rotation speed of the drive motor, or the change of the drive current of the drive motor is determined. Since the determination is made based on the rate, there is no need to separately provide a sensor or a switch for detecting that the driver is in a non-sitting state.
[0029]
In the next step S18, “rapid acceleration suppression control” is executed to obtain sufficient acceleration performance while suppressing rapid acceleration.
[0030]
FIG. 4 is a flowchart showing the control contents of the “rapid acceleration suppression control”. By controlling the self-running power of the drive motor M based on the correspondence between the operation amount of the throttle lever 16 and the acceleration, the road surface condition The acceleration according to the operation amount of the throttle lever 16 can be obtained regardless of the load weight or the like.
[0031]
In step S181, the rapid acceleration suppression control unit 205 compares the current acceleration ΔV with a reference acceleration ΔVref. Here, if the acceleration ΔV exceeds the reference acceleration ΔVref, it is determined that the state is a sudden acceleration state, and the process proceeds to step S182. In step S182, the duty ratio correction unit 208 multiplies the reference duty ratio Dref1 retrieved from the self-running duty ratio map 201 by a correction coefficient smaller than “1”, and the calculation result becomes the target duty ratio DM and Is done.
[0032]
In the present embodiment, the correction coefficient is defined as a value of “0.9” to the power of k1, and the initial value of the exponent k1 is set to “1”. Therefore, initially 0.9 times the reference duty ratio Dref1 determined from the map 201 is registered as the target duty ratio DM. In step S183, the value of the exponent k1 is incremented by "1". In step S184, the rapid acceleration suppression flag F1 is set.
[0033]
After that, until the acceleration ΔV is determined to be lower than the reference acceleration ΔVref in step S181, the above-described processes are repeated and the value of the index k1 increases. Therefore, the target duty ratio depends on the value of the index k1. DM will be gradually reduced.
[0034]
As a result of gradually decreasing the target duty ratio DM as described above, if it is determined in step S181 that the acceleration ΔV has fallen below the reference acceleration ΔVref, the rapid acceleration suppression flag F1 is referred to in step S185. The Here, if the flag F1 is set, the process proceeds to step S186 in order to gradually increase the duty ratio gradually decreased in step S182.
[0035]
In step S186, the current target duty ratio DM is multiplied by a correction coefficient smaller than “1”, and the calculation result is set as a new target duty ratio DM. In the present embodiment, the correction coefficient is defined as a k @ 2 value of "0.9", and the initial value of the exponent k2 is set to "5". Therefore, initially, a value 0.59 (= 0.95) times the target duty ratio DM becomes the target duty ratio DM.
[0036]
In step S187, it is determined whether or not the exponent k2 has been reduced to "0". Since it is initially "5", the process proceeds to step S188, where the value of the exponent k2 is reduced by "1". If it is determined in step S187 that the index k2 is "0", the rapid acceleration suppression flag F1 is reset in step S189, and a series of "rapid acceleration suppression control" is completed.
[0037]
Thus, in this embodiment, if the acceleration ΔV exceeds the reference acceleration ΔVref, the correction coefficient is gradually reduced in step S182 to gradually reduce the target duty ratio DM, and then the acceleration ΔV is lower than the reference acceleration ΔVref. In step S186, the correction coefficient is gradually increased and the target duty ratio DM is gradually increased to compensate for the gradually decreased amount. Therefore, sufficient acceleration performance can be obtained while suppressing rapid acceleration.
[0038]
Returning to FIG. 3, in step S19, it is determined by the shift control unit 206 whether or not it is an automatic shift timing, and the shift vehicle speed Vch stored in advance in each gear stage in the shift vehicle speed data table 206a and the current vehicle speed. If the absolute value of the difference from V is below the reference speed VA, "shift control" in step S20 is executed to execute automatic shift. As the shift vehicle speed Vch, a shift vehicle speed Vch12 indicating a shift timing between the first speed and the second speed, a shift vehicle speed Vch23 indicating a shift timing between the second speed and the third speed, and a shift indicating a shift timing between the third speed and the fourth speed. Each vehicle speed Vch34 is registered, and any one of the shift vehicle speeds Vch is selected based on the current gear stage G.
[0039]
FIG. 5 is a flowchart showing the contents of the “shift control”, and mainly shows the operation of the shift control unit 206.
[0040]
In step S201, it is determined whether the torque fluctuation caused by the shift change is an increase or a decrease. Here, for example, when shifting up from the second speed to the third speed, as shown in FIG. 7, since the third speed torque at the transmission vehicle speed Vch23 is larger than the second speed torque, it is determined that the torque increases after the shift change. Then, the process proceeds to step S202. Similarly, at the time of downshift from the 2nd speed to the 1st speed, as shown in FIG. 8, since the 1st speed torque at the transmission vehicle speed Vch12 is larger than the 2nd speed torque, it is determined that the torque increases after the shift change. Then, the process proceeds to step S202.
[0041]
In step S202, the shift vehicle speed data table 206a of the shift control unit 206 is referred to, and it is determined whether or not the current vehicle speed V has reached the planned shift vehicle speed Vch corresponding to the current gear stage. Here, as shown in FIG. 7, when the vehicle speed V reaches the speed change vehicle speed Vch23 during traveling at the second speed and it is determined that it is the upshift timing to the third speed, the speed change actuator 17 is driven at step S203. A shift change (shift up) is performed. In step S204, the current target duty ratio DM is multiplied by a correction coefficient smaller than “1”, and the calculation result is set as a new target duty ratio DM.
[0042]
In the present embodiment, the correction coefficient is defined as a value of k3 raised to “0.9”, and the initial value of the index k3 is set to “5”. Therefore, initially, a value 0.59 (= 0.95) times the current target duty ratio DM becomes the target duty ratio DM. As a result, as shown in FIG. 7, the torque immediately after the shift up to the third speed is reduced to a level equivalent to the torque at the second speed even though the gear stage is the third speed. Shift shock does not occur.
[0043]
In step S205, it is determined whether or not the exponent k3 is "0". Since it is initially "5", the process proceeds to step S207. In step S207, the index k3 is decreased by "1".
[0044]
Thereafter, the above-described processes are repeated to gradually decrease the value of the index k3, and the target duty ratio DM is gradually increased accordingly. Accordingly, as shown in FIG. 7, the self-running power of the drive motor M also gradually increases after being reduced at a time at the transmission vehicle speed Vch23, and eventually returns to the original target duty ratio DM. The original torque can be obtained.
[0045]
Similarly, as shown in FIG. 8, when the vehicle speed V is reduced to the transmission vehicle speed Vch12 and shifted down to the first speed while traveling at the second speed, the gear stage is the first speed immediately after the downshift. Nevertheless, the target duty ratio DM is reduced to the same level as the torque at the second speed, and then the target duty ratio DM is gradually increased to return to the original target duty ratio, thus preventing the occurrence of a shift shock. Is done.
[0046]
On the other hand, at the time of shifting up from the first speed to the second speed, for example, as shown in FIG. 9, since the second speed torque at the transmission vehicle speed Vch12 is smaller than the first speed torque, it is determined that the torque decreases after the shift change. Then, the process proceeds to step S208. In step S208, it is determined whether or not the current vehicle speed V has reached the planned shift vehicle speed Vch12. If it is determined that the vehicle speed V has not yet reached the transmission vehicle speed Vch12, in step S209, the current target duty ratio DM is multiplied by a correction coefficient smaller than "1", and the calculation result is a new target duty ratio DM and Is done.
[0047]
In this embodiment, the correction coefficient is defined as a power value of k4 of “0.9”, and the initial value of the exponent k4 is set to “1”. Therefore, initially, a value 0.9 times the current target duty ratio DM becomes the target duty ratio DM. In step S210, the index k4 is incremented by "1".
[0048]
Thereafter, the above-described processes are repeated until it is determined in step S208 that the vehicle speed V has reached the transmission vehicle speed Vch12, so that the target duty ratio DM is gradually decreased according to the value of the index k4. Therefore, the torque gradually decreases as shown in FIG.
[0049]
Thereafter, when it is determined in step S208 that the vehicle speed V has reached the speed change vehicle speed Vch12, in step S211, the speed change actuator is driven to perform a shift change. At this time, according to the present embodiment, as shown in FIG. 9, the torque is reduced to the same level as the torque at the second speed, so that a shift shock due to the shift change is prevented. In step S212, "1" is set to the index k4, and a series of shift control ends.
[0050]
Returning to FIG. 3, in step S <b> 23, “motor output restriction control” for preventing overuse of the motor is executed. The “motor output restriction control” will be described below with reference to the flowchart of FIG.
[0051]
In step S231, the current output Pout of the drive motor M is calculated based on the motor drive current IM detected by the current sensor 27 and the current target duty ratio DM. In step S232, the current output Pout of the drive motor M is compared with a predetermined maximum output Pmax. The maximum output Pmax is preferably set to about twice the maximum rating of the drive motor M, and is set to 1.5 times the maximum rating in this embodiment.
[0052]
If it is determined that the current output Pout exceeds the maximum output Pmax, a predetermined maximum value Dmax is set to the target duty ratio DM in step S233. In step S234, the temperature TM of the drive motor M detected by the temperature sensor 24 is compared with the reference temperature Tref. In this embodiment, the reference temperature Tref is set to 90 ° C.
[0053]
If the temperature TM is equal to or higher than the reference temperature Tref, in step S235, the current target duty ratio DM is multiplied by a correction coefficient smaller than "1", and the calculation result is set as a new target duty ratio DM. In this embodiment, the correction coefficient is defined as a power value of k5 of “0.5”, and the initial value of the exponent k5 is set to “1”. Therefore, at first, a value 0.5 times the current target duty ratio DM becomes the target duty ratio DM. In step S236, the index k5 is increased by "1".
[0054]
On the other hand, if it is determined in step S234 that the temperature TM is lower than the reference temperature Tref, an initial value "1" is set in the exponent k5 in step S236.
[0055]
As described above, in this embodiment, the output of the drive motor M is limited, and the target duty ratio DM is gradually reduced as the temperature rises. Therefore, overuse of the drive motor M can be prevented. In addition, since the upper limit of the output of the drive motor M is limited within twice the rating of the drive motor M, large self-propelled power can be obtained without overuse of the drive motor M.
[0056]
Returning to FIG. 3 again, in step S25, current control of the drive motor M is executed based on the target duty ratio DM obtained as described above.
[0057]
If it is determined in step S16 that one of the brake switches 12 and 14 is in the on state, that is, the brake is being operated, it is determined in step S21 whether or not the vehicle is traveling based on the vehicle speed V. .
[0058]
Here, if the vehicle speed V is greater than “0”, it is determined that the vehicle is traveling and the process proceeds to step S22. In step S22, the target duty ratio DM for causing the drive motor M to generate a driving force that is substantially no load when viewed from the outside is equivalent to, for example, 20% of the current target duty ratio, or A value corresponding to 20% of the maximum value Dmax of the target duty ratio (or may be “0”%) is set.
[0059]
If it is determined in step S21 that the vehicle is stopped, the process proceeds to step S186 of the “rapid acceleration suppression control” described with reference to FIG. As a result, the target duty ratio DM is reduced at once and then gradually increased.
[0060]
That is, in this embodiment, when the self-propelled operation is performed in a stopped state where the braking operation is performed, the self-propelled power generated by the drive motor is gradually increased to a value corresponding to the operation amount of the self-propelled operation. It is possible to prevent the vehicle from “sliding down” at the time.
[0061]
Further, when it is determined in step S17 that the driver is not in the riding state, in step S24, the target duty ratio is equivalent to 20% of the current target duty ratio DM or the target duty ratio in order to generate the self-propelled power that is optimal for hand-traveling. A value equivalent to 20% of the maximum value Dmax is set as a new target duty ratio DM.
[0062]
Thus, according to the present embodiment, the self-propelled power corresponding to the walking speed can be generated using the self-propelled operation input means (throttle lever 16) for generating normal self-propelled power. An electric bicycle having a self-propelled function at walking speed can be configured without providing a plurality of self-propelled operation input means.
[0063]
Further, in the present embodiment, it is determined whether or not the self-running operation is in the non-riding state of the driver, and only when the self-running operation is determined to be in the non-riding state, the walking speed is supported. Since the self-propelled power generated is generated, the self-propelled power corresponding to the walking speed is not output even though the driver is on board.
[0064]
【The invention's effect】
As described above, according to the present invention, the following effects are achieved.
[0065]
(1) Since the self-propelled power determined based on the amount of self-propelled operation by the driver can be controlled based on the presence or absence of the braking operation and the vehicle speed, the self-propelled power during the braking operation is optimized. be able to.
[0066]
(2) When a braking operation is detected during driving, the driving motor generates a driving force that causes the driving motor to be substantially no-load when viewed from the outside. Is prevented. Furthermore, since the drive motor does not become a rotational load even during braking, a natural brake feeling in response to the amount of brake operation can be obtained.
[0067]
(3) When a self-propelled operation is performed while the vehicle is being braked, a driving force is generated in the drive motor in response to the amount of operation of the self-propelled operation. Can be prevented.
[0068]
(4) When a self-propelled operation is performed while the vehicle is braking, the self-propelled power generated by the drive motor is gradually increased to a value corresponding to the operation amount of the self-propelled operation. It will be obtained.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of an electric bicycle to which the present invention is applied.
FIG. 2 is a block diagram of the controller of FIG.
FIG. 3 is a flowchart showing the operation of the controller.
FIG. 4 is a flowchart of sudden acceleration suppression control.
FIG. 5 is a flowchart of shift control.
FIG. 6 is a flowchart of motor output restriction control.
FIG. 7 is a diagram showing a shift control method at the time of upshifting from the second speed to the third speed.
FIG. 8 is a diagram showing a shift control method at the time of downshift from the second speed to the first speed.
FIG. 9 is a diagram showing a shift control method at the time of shifting up from the first speed to the second speed.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 2 ... Power unit, 10 ... Handle, 11, 13 ... Brake lever, 12, 14 ... Brake switch, 15 ... Throttle opening sensor, 16 ... Throttle lever, 17 ... Automatic transmission actuator, 18 ... Vehicle speed sensor, 19 ... Transmission, DESCRIPTION OF SYMBOLS 20 ... Controller, 22 ... Crank rotation sensor, 23 ... Treading force sensor, 24 ... Temperature sensor, 25 ... Motor rotation sensor, 26 ... One-way clutch, 27 ... Current sensor, 30 ... Crankshaft, 32 ... Drive sprocket, 34 ... Output shaft 35 ... first idle shaft, 36 ... second idle shaft, 37 ... idle gear

Claims (2)

In an electric bicycle equipped with a drive motor that generates self-propelled power in response to the amount of self-propelled operation by the driver,
A braking time control means for controlling the self-propelled power according to the braking operation and the vehicle speed;
When the braking operation is detected, the braking time control means determines whether the vehicle is traveling or stopped based on the vehicle speed. If the vehicle is traveling, the driving motor is substantially viewed from the outside. When the vehicle is stopped, it generates a driving force that responds to the amount of self-running operation ,
When a self-propelled operation is performed from a stopped state where the braking operation is performed, the self-propelled power generated by the drive motor is gradually increased to a value corresponding to the operation amount of the self-propelled operation. Electric bicycle.   2. The electric bicycle according to claim 1, wherein the driving force at which the driving motor is unloaded when viewed from the outside is a value that enables self-running at a walking speed or “0”.

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