JP5255347B2 - Vehicle with assist power - Google Patents

Vehicle with assist power Download PDF

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JP5255347B2
JP5255347B2 JP2008176297A JP2008176297A JP5255347B2 JP 5255347 B2 JP5255347 B2 JP 5255347B2 JP 2008176297 A JP2008176297 A JP 2008176297A JP 2008176297 A JP2008176297 A JP 2008176297A JP 5255347 B2 JP5255347 B2 JP 5255347B2
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gear
assist force
speed
shift
vehicle
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JP2010013027A (en
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伸泰 有宗
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Yamaha Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/20—Electric propulsion with power supplied within the vehicle using propulsion power generated by humans or animals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Description

本発明は、運転者が加えるペダル踏力に応じたアシスト力を駆動輪に供給するアシスト力供給装置と、運転者の操作により変速する変速機構とを備えたアシスト力付き車両に関する。   The present invention relates to an assist-powered vehicle including an assist force supply device that supplies an assist force according to a pedal depression force applied by a driver to a drive wheel, and a speed change mechanism that changes gears by the operation of the driver.

運転者のペダル踏力と、ペダル踏力の大きさに応じたアシスト力との合力を駆動輪に供給するようにしたアシスト力付き車両が市販されている。この種の車両において、ペダル踏力及びアシスト力を駆動輪に伝える伝動系に、運転者の操作により変速する変速機構を介在させたものがある。このような変速機構を備えた場合、特定の変速段においてアシストフィーリングを作り込んだ１つのペダル踏力−アシスト力制御特性で全ての変速段のアシストフィーリングを最適に設定することはできない。   A vehicle with an assist force is commercially available in which a resultant force of a driver's pedal depression force and an assist force corresponding to the magnitude of the pedal depression force is supplied to the drive wheels. In this type of vehicle, a transmission system that transmits pedal depression force and assist force to a drive wheel is provided with a speed change mechanism that changes speed by a driver's operation. When such a speed change mechanism is provided, it is not possible to optimally set the assist feeling of all the speeds with one pedal depression force-assist force control characteristic in which the assist feeling is created at a specific speed.

例えば高速段Ｈの制御特性（図４参照）でアシスト力を決定する場合、変速段を中速段Ｍ，低速段Ｌと切り替えると、図８，図９のように特性がずれ、商品性が悪化する。具体的には、発進時の急加速を抑制するために図４のように低負荷域でのアシスト比を１：１よりも低く設定してあった場合、高速段では、図８，図９の斜度範囲ａでアシスト比が低くなるのに対し、低中速段で同じ斜度の走路を走行する際には同図のｂ，ｃのようにより広い斜度範囲でアシスト比が低くなり、商品生が悪化する。   For example, when the assist force is determined by the control characteristics of the high speed stage H (see FIG. 4), if the shift speed is switched between the medium speed stage M and the low speed stage L, the characteristics are shifted as shown in FIGS. Getting worse. Specifically, when the assist ratio in the low load region is set lower than 1: 1 as shown in FIG. 4 in order to suppress sudden acceleration at the time of start, in the high speed stage, FIG. While the assist ratio is low in the slope range a, the assist ratio is low in a wider slope range as shown in FIGS. The product life gets worse.

このような問題を抑制して常に安定したアシスト力が得られるようにするために、変速段毎のペダル踏力−アシスト力制御特性を予め備えておき、変速段に対応した制御特性に基づいてアシスト力を決定するようしたものがある（例えば、特許文献１参照）。
特許第３１９０４９１号公報 In order to suppress such problems and to obtain a stable assist force at all times, a pedal depression force-assist force control characteristic for each shift stage is prepared in advance, and assist is performed based on the control characteristic corresponding to the shift stage. There is one that determines the force (see, for example, Patent Document 1).
Japanese Patent No. 3190491

ところが、前記公報に記載の従来車両のように、変速段数分の制御特性を予め備える場合、制御特性開発のための開発コストが上昇するとともに、それら複数の制御特性を記憶するための記憶領域増量による部品コストが上昇するといった問題が生じる。   However, when the control characteristics corresponding to the number of shift stages are provided in advance as in the conventional vehicle described in the publication, the development cost for developing the control characteristics increases, and the storage area increases for storing the plurality of control characteristics. There arises a problem that the cost of parts increases.

本発明は、前記従来の状況に鑑みてなされたもので、複数の制御特性のための開発コストや部品コストの上昇を来すことなく、各変速段において同等の最適なアシストフィーリングが得られるアシスト力を供給できるアシスト力付き車両を提供することを課題としている。   The present invention has been made in view of the above-described conventional situation, and an equivalent optimal assist feeling can be obtained at each shift stage without causing an increase in development costs and component costs for a plurality of control characteristics. An object of the present invention is to provide a vehicle with assist power that can supply assist power.

請求項１の発明は、ペダル踏力を検知する踏力検知センサと、ペダル踏力に応じたアシスト力を駆動輪に供給するアシスト力供給装置と、運転者の操作により変速する変速機構とを備えたアシスト力付き車両であって、現在の変速段を検知する変速段検知センサと、基準変速段におけるペダル踏力に応じたアシスト力を求めるための基準変速段アシスト力制御特性と、該基準変速段アシスト力制御特性に基づいて各変速段におけるアシスト力を求めるアシスト力演算装置をさらに備え、該アシスト力演算装置は、現在の変速段における現在変速段ペダル踏力を基準変速段の変速比と現在変速段の変速比とによって補正して基準変速段相当ペダル負荷を求めるとともに、該基準変速段相当ペダル負荷に応じた基準変速段相当アシスト力を前記基準変速段アシスト力制御特性に基づいて求め、さらに該基準変速段相当アシスト力を前記基準変速段の変速比と現在変速段の変速比とによって補正して現在変速段アシスト力を求めることを特徴としている。   The invention of claim 1 includes an assisting force detection sensor that detects a pedaling force, an assisting force supply device that supplies an assisting force corresponding to the pedaling force to a driving wheel, and a speed change mechanism that changes gears by a driver's operation. A vehicle with a force, a shift speed detection sensor for detecting the current shift speed, a reference shift speed assist force control characteristic for obtaining an assist force according to the pedal depression force at the reference shift speed, and the reference shift speed assist force An assist force calculating device that obtains an assist force at each gear position based on the control characteristics is further provided, and the assist force calculating device calculates the current gear step pedal depression force at the current gear step and the gear ratio of the reference gear step and the current gear step. A reference gear equivalent pedal load is obtained by correcting the gear ratio and a reference gear equivalent assist force corresponding to the reference gear equivalent pedal load. The present invention is characterized in that it is obtained on the basis of a shift speed assist force control characteristic, and further, the current shift speed assist force is obtained by correcting the assist speed corresponding to the reference shift speed by the speed ratio of the reference shift speed and the current speed ratio. Yes.

ここで、本発明の基準変速段アシスト力制御特性は、予めマップで記憶されていても良いし、演算式で記憶されていても良い。また、本発明における「ペダル踏力」は実際にペダルに加えられるトルクを意味し、一方「ペダル負荷」は、ペダル踏力を補正することにより求められたトルクを意味している。本明細書では、両者を区別するために異なる用語が用いられている。   Here, the reference shift speed assist force control characteristic of the present invention may be stored in advance as a map or may be stored as an arithmetic expression. In the present invention, “pedal pressing force” means torque actually applied to the pedal, while “pedal load” means torque obtained by correcting the pedal pressing force. In the present specification, different terms are used to distinguish the two.

さらにまた、本発明の変速比は、減速比と増速比の両方を含む。   Furthermore, the transmission ratio of the present invention includes both a reduction ratio and an increase ratio.

請求項２の発明は、請求項１に記載のアシスト力付き車両において、前記アシスト力演算装置は、基準変速段相当ペダル負荷＝現在変速段ペダル踏力÷（基準変速段減速比／現在変速段減速比）により基準変速段相当ペダル負荷を求めるとともに、現在変速段アシスト力＝基準変速段相当アシスト力×（基準変速段減速比／現在変速段減速比）により現在変速段アシスト力を求めることを特徴としている。   According to a second aspect of the present invention, in the vehicle with the assist force according to the first aspect, the assist force calculating device is configured such that a reference gear equivalent pedal load = current shift step pedal depression force / (reference shift step reduction ratio / current shift step deceleration). Ratio) to obtain the reference gear equivalent pedal load and current gear assist force = reference gear equivalent assist force × (reference gear reduction ratio / current gear reduction ratio). It is said.

なお、各変速段が増速比を有するものである場合は、前記基準変速段相当ペダル負荷，現在変速段アシスト力を求める式において、÷，×は、それぞれ×，÷と逆になる。   When each gear stage has a speed increasing ratio, ÷ and x are reversed to x and ÷, respectively, in the formulas for obtaining the reference gear equivalent pedal load and the current gear assist power.

請求項３の発明は、請求項１又２に記載のアシスト力付き車両において、前記変速段検知センサは、前記変速機構，変速操作を行う変速操作器又は該変速操作を変速機構に伝達する伝達機構から変速段を直接検知するように構成されていることを特徴としている。   According to a third aspect of the present invention, in the vehicle with assist force according to the first or second aspect, the shift speed detection sensor is configured to transmit the shift mechanism, a shift operation device that performs a shift operation, or a transmission that transmits the shift operation to the shift mechanism. It is characterized by being configured to directly detect the gear position from the mechanism.

請求項４の発明は、請求項１又は２に記載のアシスト力付き車両において、前記変速段検知センサは、実際の車速とモータ回転数とに基づいて変速段を計算により推定するように構成されていることを特徴としている。   According to a fourth aspect of the present invention, in the vehicle with assist force according to the first or second aspect, the shift speed detection sensor is configured to estimate the shift speed by calculation based on an actual vehicle speed and a motor rotational speed. It is characterized by having.

請求項１の発明に係るアシスト力付き車両によれば、現在変速段ペダル踏力を基準変速段の変速比と現在変速段の変速比とによって補正して、より具体的には請求項２に記載のように、基準変速段減速比／現在変速段減速比で除算することによって基準変速段相当ペダル負荷を求めた。また基準変速段相当ペダル負荷に応じた基準変速段相当アシスト力を基準変速段アシスト力制御特性に基づいて求めた。さらに該基準変速段相当アシスト力を前記基準変速段の変速比と現在変速段の変速比とによって補正して、より具体的には請求項２に記載のように基準変速段減速比／現在変速段減速比で乗算することによって現在変速段アシスト力を求めた。その結果、基準変速段で最適のアシストフィーリングとなるように設定した基準変速段アシスト力制御特性から残りの変速段において最適のアシストフィーリングとなるアシスト力を求めることができる。   According to the vehicle with assist force according to the first aspect of the present invention, the present gear position pedal depression force is corrected by the gear ratio of the reference gear position and the gear ratio of the current gear position. As described above, the pedal load corresponding to the reference gear is obtained by dividing by the reference gear reduction ratio / the current gear reduction ratio. Further, the reference gear equivalent assist force corresponding to the reference gear equivalent pedal load was obtained based on the reference gear assist force control characteristic. Further, the assisting power corresponding to the reference gear is corrected by the gear ratio of the reference gear and the gear ratio of the current gear, and more specifically, the reference gear reduction ratio / current gear as described in claim 2. The current gear assist force was obtained by multiplying by the gear reduction ratio. As a result, it is possible to obtain the assist force that provides the optimum assist feeling in the remaining gears from the reference gear assist force control characteristics that are set so as to provide the optimum assist feeling at the reference gears.

従って本発明では、複数の制御特性のための開発コストや部品コストの上昇を来すことなく、各変速段において同等の最適なアシストフィーリングが得られるアシスト力を供給できる
請求項３の発明によれば、前記変速機構，変速操作を行う変速操作器又は該変速操作を変速機構に伝達する伝達機構から変速段を直接検知するようにしたので、変速段を正確に検知できる。 Therefore, in the present invention, it is possible to supply the assist force that can obtain the same optimal assist feeling at each shift stage without causing an increase in development cost and parts cost for a plurality of control characteristics. According to this aspect, since the shift speed is directly detected from the speed change mechanism, the speed change operation device that performs the speed change operation, or the transmission mechanism that transmits the speed change operation to the speed change mechanism, the speed change speed can be detected accurately.

請求項４の発明によれば、実際の車速とモータ回転数とに基づいて変速段を計算により推定するようにしたので、部品の増加や構造の複雑化を回避しつつ容易に変速段を検知できる。   According to the invention of claim 4, since the shift speed is estimated by calculation based on the actual vehicle speed and the motor speed, the shift speed can be easily detected while avoiding an increase in parts and a complicated structure. it can.

以下、本発明の実施の形態を添付図面に基づいて説明する。   Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

図１ないし図７は、本発明の一実施形態によるアシスト力付き車両を説明するための図である。   1 to 7 are views for explaining a vehicle with assisting force according to an embodiment of the present invention.

図において、１はアシスト力付き車両としての電動アシスト自転車であり、これの車体フレーム２はヘッドパイプ３と、該ヘッドパイプ３から車体後方斜め下方に延びるダウンチューブ４と、該ダウンチューブ４の後端から上方に起立して延びるシートチューブ５と、該シートチューブ５の下端付近から後方に略水平に延びる左，右一対のチェーンステー６と、該両チェーンステー６の後端部と前記シートチューブ５の上部とを結合する左，右一対のシートステー７とを備えている。   In the figure, reference numeral 1 denotes an electrically assisted bicycle as a vehicle with an assist force. A body frame 2 of this body has a head pipe 3, a down tube 4 extending obliquely downward from the head pipe 3 toward the rear of the vehicle body, A seat tube 5 extending upright from the end, a pair of left and right chain stays 6 extending substantially horizontally rearward from the vicinity of the lower end of the seat tube 5, the rear end portions of both chain stays 6 and the seat tube 5 and a pair of left and right seat stays 7 that are coupled to the upper part of the seat 5.

前記ヘッドパイプ３にはフロントフォーク８が左右に回動可能に軸支されている。このフロントフォーク８の下端には前輪９が軸支されており、上端には操向ハンドル１０が固着されている。また前記シートチューブ５の上端にはサドル１１が装着されている。さらに前記チェーンステー６の後端には後輪１２が軸支されている。   A front fork 8 is pivotally supported on the head pipe 3 so as to be rotatable left and right. A front wheel 9 is pivotally supported at the lower end of the front fork 8, and a steering handle 10 is fixed to the upper end. A saddle 11 is mounted on the upper end of the seat tube 5. Further, a rear wheel 12 is pivotally supported at the rear end of the chain stay 6.

本実施形態の電動アシスト自転車１は、運転者によりペダル１５ｂからペダルクランク１５ａを介してペダル軸１５に加えられたペダル踏力を一方向クラッチ１９を介して駆動チェン１７に供給する人力駆動系１３と、前記ペダル踏力に応じた電動モータ１８からのアシスト力を減速機２０，一方向クラッチ２１を介して前記駆動チェン１７に供給するアシスト力駆動系１４とを備えている。   The electrically assisted bicycle 1 according to the present embodiment includes a human power drive system 13 that supplies a pedal depression force applied to the pedal shaft 15 from the pedal 15b by the driver via the pedal crank 15a to the drive chain 17 via the one-way clutch 19. And an assist force drive system 14 for supplying an assist force from the electric motor 18 corresponding to the pedal depression force to the drive chain 17 via a speed reducer 20 and a one-way clutch 21.

前記人力駆動系１３は、前記ペダル軸１５に装着された駆動スプロケット１５ｃと前記後輪１２のハブ１６に固定された従動スプロケット１６ａとに前記駆動チェン１７を巻回した構造となっている。   The human power drive system 13 has a structure in which the drive chain 17 is wound around a drive sprocket 15c attached to the pedal shaft 15 and a driven sprocket 16a fixed to the hub 16 of the rear wheel 12.

そして前記後輪１２のハブ１６内には３段変速式の変速機構２２が内蔵されている。駆動チェン１７を介して伝えられるペダル踏力とアシスト力の合力により前記後輪ハブ１６内の入力軸が回転される。前記変速機構２２は、入力軸の回転を第１速〜第３速の何れかの変速比で変速して後輪ハブ１６内の出力軸に伝達する。この出力軸の回転は一方向クラッチ２３を介して後輪１２に伝達される。なお、前記変速機構２２の第１速，第２速，第３速の減速比は、Ｌ（例えば３／１），Ｍ（例えば２／１），Ｈ（例えば１／１）に設定されている。   A three-speed transmission mechanism 22 is built in the hub 16 of the rear wheel 12. The input shaft in the rear wheel hub 16 is rotated by the resultant force of the pedal depression force and the assist force transmitted through the drive chain 17. The speed change mechanism 22 changes the speed of the input shaft at a speed ratio of any one of the first speed to the third speed and transmits it to the output shaft in the rear wheel hub 16. The rotation of the output shaft is transmitted to the rear wheel 12 via the one-way clutch 23. The reduction ratios of the first speed, the second speed, and the third speed of the transmission mechanism 22 are set to L (for example, 3/1), M (for example, 2/1), and H (for example, 1/1). Yes.

前記変速機構２２は、運転者が変速操作器２４を操作することにより適宜切り替えられるようになっている。そして前記変速操作器２４の操作力を前記変速機構２２に伝達する制御ケーブルの途中に、何れの変速段かを検出する変速段検知センサ２５が配設されている。   The speed change mechanism 22 is appropriately switched by a driver operating a speed change operation device 24. A gear stage detection sensor 25 for detecting which gear stage is disposed in the middle of the control cable for transmitting the operating force of the gear shift operating device 24 to the transmission mechanism 22.

また前記ペダル軸１５と駆動スプロケット１５ｃとの間には運転者によりペダル軸１５に入力されたペダル踏力（トルク）を検出するためのトルクセンサ（踏力検知センサ）２６が配設されている。   Between the pedal shaft 15 and the drive sprocket 15c, a torque sensor (stepping force detection sensor) 26 for detecting the pedal depression force (torque) input to the pedal shaft 15 by the driver is disposed.

前記アシスト力駆動系１４は、前記シートステー５と後輪１２の前縁との間に配設されたバッテリユニット３３と、該バッテリユニット３３で駆動される電動モータ１８及び前記電動モータ１８への印加電圧，印加電流により出力を制御するコントローラ２７を含む駆動ユニット４１を備えており、該駆動ユニット４１は前記ペダル軸１５を囲むように配設されている。前記電動モータ１８の回転を減速する減速機２０の出力軸に配設された出力スプロケット１８ａにより前記駆動チェン１７を駆動するようになっている。   The assist force drive system 14 includes a battery unit 33 disposed between the seat stay 5 and the front edge of the rear wheel 12, an electric motor 18 driven by the battery unit 33, and the electric motor 18. A drive unit 41 including a controller 27 that controls output by applied voltage and applied current is provided, and the drive unit 41 is disposed so as to surround the pedal shaft 15. The drive chain 17 is driven by an output sprocket 18a disposed on the output shaft of a speed reducer 20 that decelerates the rotation of the electric motor 18.

また前記コントローラ２７は、前記変速段検知センサ２５からの変速段検知信号ａが入力される変速段検知部２８と、前記トルクセンサ２６からの踏力検知信号ｂが入力される踏力検知部２９と、アシスト力制御特性等が記憶されたメモリ３０と、これらの検知信号，アシスト力制御特性に基づいてアシスト力を演算するアシスト力演算部３１と、演算されたアシスト力をモータ制御信号Ａとして電動モータ１８に出力するモータ制御部３２とを有する。なお、電動モータ１８の回転速度はモータ回転センサ（エンコーダ）３３によって検出され、前記モータ制御部３２にフィードバックされる。   The controller 27 includes a shift speed detection unit 28 to which a shift speed detection signal a from the shift speed detection sensor 25 is input, a pedaling force detection unit 29 to which a pedaling force detection signal b from the torque sensor 26 is input, A memory 30 in which assist force control characteristics and the like are stored, an assist force calculator 31 that calculates an assist force based on these detection signals and assist force control characteristics, and an electric motor using the calculated assist force as a motor control signal A 18 and a motor control unit 32 that outputs to 18. The rotational speed of the electric motor 18 is detected by a motor rotation sensor (encoder) 33 and fed back to the motor control unit 32.

前記コントローラ２７におけるアシスト力の演算について、図３の制御フロー及び図４〜図７の制御特性図に基づいて詳述する。   The calculation of the assist force in the controller 27 will be described in detail based on the control flow of FIG. 3 and the control characteristic diagrams of FIGS.

前記メモリ３０には、図４に示す基準変速段（第３速−Ｈ）において最適なアシストフィーリングが得られるよう予め作り込まれた基準変速段アシスト力制御特性（基準マップ）Ｈmapが記憶されている。この基準マップＨmapでは、例えば停止状態からのスタート時には、ペダル踏力が小さい間はアシスト比が１：１より小さくなっており、途中から１：１近くまで増加し、その後は再び１：１より小さくなっている。   The memory 30 stores a reference shift speed assist force control characteristic (reference map) Hmap that has been created in advance so as to obtain an optimum assist feeling at the reference shift speed (third speed-H) shown in FIG. ing. In this reference map Hmap, for example, when starting from a stop state, the assist ratio is smaller than 1: 1 while the pedal depression force is small, increases from the middle to nearly 1: 1, and thereafter again smaller than 1: 1. It has become.

図５（ａ）は走行負荷と平均踏力との関係を示している。同図から、同じ走行負荷（走路斜度等）であれば、第１速Ｌ,第２速Ｍ,第３速Ｈになるに従って平均踏力は増加し、換言すれば、同じ平均踏力であれば第３速から第１速になるほど大きな走行負荷（走路斜度）に耐えられることが判る。   FIG. 5A shows the relationship between the running load and the average pedal effort. From the figure, if the driving load is the same (running road slope, etc.), the average pedal effort increases as the first speed L, the second speed M, and the third speed H. In other words, if the average pedal effort is the same, It turns out that it can endure a big driving | running | working load (running road slope), so that it goes from 3rd speed to 1st speed.

図５（ｂ）は、例えば、第１速（Ｌ）で走行している場合の現在変速段ペダル踏力 に対応する現在変速段アシスト力を前記基準マップに基づいて求める手順を説明するための図である。   FIG. 5B is a diagram for explaining a procedure for obtaining the current shift speed assist force corresponding to the current shift speed pedal depression force based on the reference map when traveling at the first speed (L), for example. It is.

前記コントローラ２７の制御フローを示す図３において、アシスト力決定サイクル処理がスタートすると、現在のペダル踏力及び変速段が検知される（ステップＳ１，Ｓ２）。例えば、現在の変速段が第１速であり、現在変速段ペダル踏力が図５（ｂ）における(i)である場合、基準変速段相当ペダル負荷（図５（ｂ）における(ii)参照、以下同じ）を、現在変速段ペダル踏力(i) ÷（基準変速段減速比／現在変速段減速比）により求める（ステップＳ３）。   In FIG. 3 showing the control flow of the controller 27, when the assist force determination cycle process is started, the current pedal depression force and gear position are detected (steps S1, S2). For example, when the current shift speed is the first speed and the current shift pedal pressure is (i) in FIG. 5B, the pedal load corresponding to the reference shift speed (see (ii) in FIG. 5B) The same applies to the following (step S3). The current gear step pedal depressing force (i) ÷ (reference gear speed reduction ratio / current gear speed reduction ratio).

そして前記基準変速段相当ペダル負荷に応じた基準変速段相当アシスト力(iii)を前記基準アシスト力制御特性（基準マップ）に基づいてマップ計算により求める（ステップＳ４）。   Then, the reference gear equivalent assist force (iii) corresponding to the reference gear equivalent pedal load is obtained by map calculation based on the reference assist force control characteristic (reference map) (step S4).

さらに現在のペダル踏力に対応したアシスト力(iv)を、基準変速段相当アシスト力(iii)×（基準変速段減速比／現在変速段減速比）より求め（ステップＳ５）、アシスト力決定サイクル処理は終了する。   Further, the assist force (iv) corresponding to the current pedal depression force is obtained from the reference shift speed equivalent assist force (iii) × (reference shift speed reduction ratio / current shift speed reduction ratio) (step S5), and assist force determination cycle processing Ends.

このように本実施形態では、現在変速段ペダル踏力(i) ÷（基準変速段減速比／現在変速段減速比）によって、基準変速段相当ペダル負荷(ii)を求めるとともに、該基準変速段相当ペダル負荷(ii)に応じた基準変速段アシスト力(iii)を基準マップ（図４）に基づいて求め、さらに該基準変速段アシスト力(iii)×（前記基準変速段減速比／現在変速段減速比）によって現在変速段アシスト力(iv)を求めるようにしたので、基準変速段（第３速）で最適のアシストフィーリングとなるように設定された基準マップから残りの変速段において最適のアシストフィーリングとなるアシスト力を求めることができ、このようにして仮想マップＬmap が得られる。   As described above, in the present embodiment, the reference gear equivalent pedal load (ii) is obtained from the current gear step pedal depression force (i) ÷ (reference gear reduction ratio / current gear reduction ratio), and the reference gear equivalent. A reference gear assist force (iii) corresponding to the pedal load (ii) is obtained based on a reference map (FIG. 4), and the reference gear assist force (iii) × (the reference gear reduction ratio / the current gear). Since the current shift speed assist force (iv) is determined by the reduction ratio), the optimal shift speed is determined for the remaining shift speeds from the reference map set for optimal assist feeling at the reference shift speed (third speed). The assist force for assist feeling can be obtained, and the virtual map Lmap is obtained in this way.

その結果、第１〜第３速の何れにもおいても、同等の走行負荷−平均アシスト力特性が得られ（図６参照）、また同等の走行負荷−平均アシスト比特性が得られる（図７参照）。従って、変速段毎にアシスト力制御特性（マップ）を備える場合のような、複数の制御特性を開発するための開発コストの上昇及び記憶領域増量による部品コストの上昇を回避できる。   As a result, in any of the first to third speeds, an equivalent running load-average assist force characteristic is obtained (see FIG. 6), and an equivalent running load-average assist ratio characteristic is obtained (see FIG. 6). 7). Accordingly, it is possible to avoid an increase in development cost for developing a plurality of control characteristics and an increase in parts cost due to an increase in storage area, as in the case where an assist force control characteristic (map) is provided for each gear position.

また本実施形態では、変速機構２２における変速段を直接検知するようしたので、簡単な構造で変速段を正確に検知できる。   In the present embodiment, since the gear position in the transmission mechanism 22 is directly detected, the gear position can be accurately detected with a simple structure.

なお、前記変速段の検知については、例えば図２に破線で示すように、車速制御のために元々備えられている前輪車速センサ３４又は後輪車速センサ３５により検知された車速と、モータ回転制御のために元々備えられているモータ回転センサ３３により検知された電動モータ１８の回転速度とから変速段を計算により推定するように構成しても良く、このようしたのが本願請求項４の発明である。   As for the detection of the gear position, for example, as indicated by a broken line in FIG. 2, the vehicle speed detected by the front wheel speed sensor 34 or the rear wheel speed sensor 35 originally provided for the vehicle speed control, and the motor rotation control. For this reason, the gear position may be estimated by calculation from the rotational speed of the electric motor 18 detected by the motor rotation sensor 33 originally provided for the purpose. It is.

車速と電動モータの回転とから変速段を計算により推定した場合、元々備えられている車速センサやモータ回転センサを利用できるので、部品の増加や構造の複雑化を回避しつつ容易に変速段を検知できる。   When the gear stage is estimated by calculation from the vehicle speed and the rotation of the electric motor, the vehicle speed sensor and motor rotation sensor that are originally provided can be used, so the gear stage can be easily adjusted while avoiding the increase in parts and the complexity of the structure. Can be detected.

また、前記実施形態では、基準変速段アシスト力制御特性が、マップにより記憶されている場合を説明したが、本発明の基準変速段アシスト力制御特性は、演算式で記憶されていても良い。   In the above embodiment, the case where the reference shift speed assist force control characteristic is stored as a map has been described. However, the reference shift speed assist force control characteristic of the present invention may be stored as an arithmetic expression.

本発明の一実施形態による電動アシスト自転車の右側面図である。1 is a right side view of a power-assisted bicycle according to an embodiment of the present invention. 前記実施形態のブロック構成図である。It is a block block diagram of the said embodiment. 前記実施形態のフローチャートである。It is a flowchart of the said embodiment. 前記実施形態のメモリに記憶された基準変速段に対する制御特性（基準マップ）を示す図である。It is a figure which shows the control characteristic (reference | standard map) with respect to the reference | standard gear stage memorize | stored in the memory of the said embodiment. 前記実施形態の現在変速段アシスト力の演算手順を示す図である。It is a figure which shows the calculation procedure of the present gear stage assist force of the said embodiment. 前記実施形態の走行負荷−平均アシスト力特性図である。FIG. 3 is a travel load-average assist force characteristic diagram of the embodiment. 前記実施形態の走行負荷−平均アシスト比特性図である。It is a driving load-average assist ratio characteristic view of the embodiment. 従来装置における走行負荷−平均アシスト力特性図である。It is a driving | running | working load-average assist force characteristic figure in a conventional apparatus. 従来装置における走行負荷−平均アシスト比特性図である。It is a driving | running | working load-average assist ratio characteristic figure in a conventional apparatus.

符号の説明Explanation of symbols

１ 電動アシスト自転車（アシスト力付き車両）
１４ アシスト力駆動系（アシスト力供給装置）
２２ 変速機構
２５ 変速段検知センサ
２６ トルクセンサ（踏力検知センサ）
２４ 変速操作器
３１ アシスト力演算部（アシスト力演算装置）
３４，３５ 車速センサ
(i) 現在変速段ペダル踏力
(ii) 基準変速段相当ペダル負荷
(iii) 基準変速段相当アシスト力
(iv) 現在変速段アシスト力
Ｈmap 基準変速段アシスト力制御特性（基準マップ） 1 Electric assist bicycle (vehicle with assist power)
14 Assist force drive system (Assist force supply device)
22 Transmission mechanism 25 Shift speed detection sensor 26 Torque sensor (stepping force detection sensor)
24 shift operation device 31 assist force calculation unit (assist force calculation device)
34,35 Vehicle speed sensor
(i) Current gear pedal force
(ii) Reference gear equivalent pedal load
(iii) Reference gear equivalent assist force
(iv) Current gear assist force Hmap Reference gear assist force control characteristics (reference map)

Claims (4)

ペダル踏力を検知する踏力検知センサと、
ペダル踏力に応じたアシスト力を駆動輪に供給するアシスト力供給装置と、
運転者の操作により変速する変速機構と
を備えたアシスト力付き車両であって、
現在の変速段を検知する変速段検知センサと、
基準変速段におけるペダル踏力に応じたアシスト力を求めるための基準変速段アシスト力制御特性と、
該基準変速段アシスト力制御特性に基づいて各変速段におけるアシスト力を求めるアシスト力演算装置をさらに備え、
該アシスト力演算装置は、現在の変速段における現在変速段ペダル踏力を基準変速段の変速比と現在変速段の変速比とによって補正して基準変速段相当ペダル負荷を求めるとともに、該基準変速段相当ペダル負荷に応じた基準変速段相当アシスト力を前記基準変速段アシスト力制御特性に基づいて求め、さらに該基準変速段相当アシスト力を前記基準変速段の変速比と現在変速段の変速比とによって補正して現在変速段アシスト力を求める
ことを特徴とするアシスト力付き車両。 A pedaling force detection sensor for detecting pedaling force;
An assist force supply device for supplying an assist force corresponding to the pedal depression force to the drive wheel;
A vehicle with an assist force including a speed change mechanism that changes speed according to a driver's operation,
A gear detection sensor for detecting the current gear,
A reference gear assist force control characteristic for obtaining an assist force according to the pedal depression force at the reference gear,
An assist force calculating device for obtaining an assist force at each shift stage based on the reference shift stage assist force control characteristic;
The assist force calculating device obtains a reference gear equivalent pedal load by correcting the current gear pedal pressure at the current gear by the gear ratio of the reference gear and the gear ratio of the current gear. A reference gear equivalent assist force corresponding to the equivalent pedal load is obtained based on the reference gear assist force control characteristic, and the reference gear equivalent assist force is calculated from the gear ratio of the reference gear and the gear ratio of the current gear. A vehicle with assist force, characterized in that the present gear position assist force is obtained by correcting by the above. 請求項１に記載のアシスト力付き車両において、
前記アシスト力演算装置は、
基準変速段相当ペダル負荷＝現在変速段ペダル踏力÷（基準変速段減速比／現在変速段減速比）
により基準変速段相当ペダル負荷を求めるとともに、
現在変速段アシスト力＝基準変速段相当アシスト力×（基準変速段減速比／現在変速段減速比）
により現在変速段アシスト力を求める
ことを特徴とするアシスト力付き車両。 The vehicle with assist force according to claim 1,
The assist force calculation device includes:
Standard gear equivalent pedal load = current gear pedal pressure ÷ (reference gear reduction ratio / current gear reduction ratio)
To obtain the pedal load equivalent to the reference gear,
Current shift speed assist force = reference shift speed equivalent assist force × (reference shift speed reduction ratio / current shift speed reduction ratio)
A vehicle with assist force, characterized in that the present gear position assist force is obtained from 請求項１又２に記載のアシスト力付き車両において、
前記変速段検知センサは、前記変速機構，変速操作を行う変速操作器又は該変速操作を変速機構に伝達する伝達機構から変速段を直接検知するように構成されていることを特徴とするアシスト力付き車両。 In the vehicle with assist force according to claim 1 or 2,
The shift speed detection sensor is configured to directly detect a shift speed from the shift mechanism, a shift operation device that performs a shift operation, or a transmission mechanism that transmits the shift operation to the shift mechanism. Vehicle with. 請求項１又は２に記載のアシスト力付き車両において、
前記変速段検知センサは、実際の車速とモータ回転数とに基づいて変速段を計算により推定するように構成されていることを特徴とするアシスト力付き車両。 In the vehicle with assist force according to claim 1 or 2,
The vehicle with assist force, wherein the shift speed detection sensor is configured to estimate the shift speed by calculation based on an actual vehicle speed and a motor rotation speed.
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