JPH07156880A - Manually propelling boat having auxiliary driving source - Google Patents

Abstract

PURPOSE:To provide a manually propelling boat having an auxiliary driving source by which sailing can be further smoothed and downsizing and capacity reduction of the auxiliary driving source and the control device become possible. CONSTITUTION:A manually driving system to drive a propelling machine in rotation by manual operation and an auxiliary driving system to drive the propelling machine in rotation by an auxiliary driving source, are arranged in parallel with each other, and a manually propelling boat having the auxiliary driving source is constituted so as to control auxiliary driving force by the auxiliary driving system according to a change in main driving force by the manual driving system. In this case, the boat has a main driving force detecting means 36 to detect main driving force, an auxiliary driving force operation means (controller) 30 to determine the auxiliary driving force so that an assist ratio (auxiliary driving force/manual driving force) at minimum main driving force time becomes larger than an assist ratio at maximum main driving force time and an auxilary driving source control means (controller) 30 to control the auxiliary driving source so as to become this found auxilary driving force.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention provides a driving system by human power and an auxiliary driving system by an auxiliary driving source such as an electric motor in parallel, and the driving force by the auxiliary driving source (hereinafter referred to as the main driving force). (Note) The present invention relates to a human-powered boat with an auxiliary drive source that is controlled in response to changes in

[0002]

2. Description of the Related Art Conventionally, there has been provided a human-powered propulsion boat in which a drive shaft is rotationally driven by a human power through a crank pedal, and a propulsion device such as a screw is rotated by the driving power to obtain a propulsive power. In this type of human-powered boat, the running resistance due to water is extremely large compared to the running resistance of, for example, a bicycle, so that it is generally difficult to sail at a comfortable speed with a human-powered boat. Target.

Therefore, it is conceivable to employ an auxiliary drive source such as an electric motor in order to reduce the burden on the human-powered boat and allow the boat to travel comfortably. In controlling the auxiliary driving force by the auxiliary driving source, it is considered to employ motor driving force control in a bicycle with an electric motor, which is proposed in, for example, Japanese Utility Model Laid-Open No. 56-76590 and Japanese Patent Application Laid-Open No. 2-7449. To be That is, the auxiliary driving force of the electric motor is increased in proportion to the main driving force to reduce the burden of human power.

[0004]

However, since the above-mentioned human power is input from the crank pedal, the main driving force thereof changes with the cycle of half rotation of the crank shaft. For example, one of the crank pedals is at top dead center and the other is. It becomes almost zero when it is located at the bottom dead center. Therefore, if the control method in the above-mentioned conventional publication is adopted as it is, the auxiliary driving force also largely changes together with the change of the main driving force. In the case of a bicycle traveling on land, its inertial force greatly exceeds the traveling resistance, so that smooth traveling is possible even if the main driving force and the auxiliary driving force become substantially zero every half rotation.

On the other hand, in the case of a human-powered propulsion boat in which a part of the hull is submerged in water and buoyancy is obtained by the amount of drainage, the surface area of the submerged portion is structurally present, and the water resistance increases in accordance with this surface area The inertial force is immediately canceled by this resistance. Therefore, each time the main driving force and the auxiliary driving force decrease, the brake is activated, and the cruising becomes extremely jerky. As a result, discomfort may be greater than when the auxiliary driving source is not provided. .

Further, the maximum output of the motor increases as the fluctuation range of the motor output increases, so that it is necessary to increase the motor capacity and the capacity of the control device. As a result, there is a concern that the motor and the control device increase in size. .

Furthermore, in a secondary battery such as a lead battery, the dischargeable power, that is, the discharge capacity, increases when the discharge current is small and constant. Therefore, as described above, when the discharge current of the battery fluctuates greatly in accordance with the fluctuation of the pedaling force, the discharge capacity of the battery also becomes small and the life of the battery is adversely affected.

The present invention has been made in view of such circumstances, and when an auxiliary drive source is provided in a human-powered boat and the auxiliary drive force is controlled in accordance with the main drive force, the sailing is smoother. In addition, when the motor is used as an auxiliary drive source, the motor and the control device can be downsized and the capacity can be reduced.
Another object of the present invention is to provide a human-powered propulsion boat with an auxiliary drive source, which can increase the dischargeable capacity of the battery and prolong the battery life.

[0009]

According to a first aspect of the present invention, a human power drive system for rotationally driving a propulsion machine by human power and an auxiliary drive system for rotationally driving a propulsion machine by an auxiliary drive source are provided in parallel to each other. In a human-powered propulsion boat with an auxiliary drive source adapted to control the auxiliary drive force of the auxiliary drive system in response to changes in the main drive force of the drive system, main drive force detection means for detecting the main drive force, and a minimum Auxiliary driving force calculation means for determining the auxiliary driving force so that the assist ratio at the time of main driving force (auxiliary driving force / human power driving force) becomes larger than the assist ratio at the time of maximum main driving force, and the obtained auxiliary driving force. And an auxiliary drive source control means for controlling the auxiliary drive source.

In the present invention, there are various modes in which the assist ratio at the time of the minimum main drive force is made larger than the assist ratio at the time of the maximum main drive force. For example, as in the invention of claim 2,
A method of changing the assist ratio itself such that the assist driving force is determined so that the assist ratio becomes larger as the main driving force becomes smaller, and the auxiliary driving force at the maximum main driving force is calculated as follows. It is possible to adopt a method in which the assist ratio is changed as a result by making the absolute value of the auxiliary driving force constant, such as supplying over one cycle.

[0011]

According to the human-powered propulsion boat with the auxiliary drive source according to the present invention, the auxiliary drive force is determined such that the assist ratio at the minimum main drive force is larger than the assist ratio at the maximum main drive force. For example, in the invention of claim 2, the auxiliary drive force is determined so that the assist ratio increases as the main drive force decreases, and in the invention of claim 3, the auxiliary drive force at the time of the maximum main drive force is the next one cycle. As the main driving force decreases, the proportion of the auxiliary driving force increases, and the decrease in the main driving force is reliably compensated. Therefore, the occurrence of the braking phenomenon due to the reduction of both the main driving force and the auxiliary driving force is suppressed, and the sailing becomes smooth.

[0012]

Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 to 7 are views for explaining a manpowered propulsion boat with a motor (auxiliary drive source) according to an embodiment of the present invention. FIG. 1 is a sectional view taken along line II of FIG. 2, and FIG. 4 is a plan view of the boat, FIG. 3 is a schematic view of human power and a motor drive system, FIG.
Is a block configuration diagram of a human power and a motor drive system, FIG. 5 is a block configuration diagram of a controller, FIG. 6 is an operation explanatory diagram, and FIG. 7 is a flow chart diagram for explaining the operation.

1 to 3, reference numeral 1 denotes a human-powered propulsion boat according to this embodiment, which has a pair of left and right hulls (floating bodies) 2a,
2b are connected by a pair of front and rear cross frames 3a and 3b, and a seat 5 is mounted on a center frame 4 which connects the front and rear cross frames 3a and 3b to each other. It has a structure in which the propulsion device 6 is arranged. 7 is a rudder, which is a seat 5
A cable 9 is connected to a steering lever 8 arranged on the right side of the.

The propulsion device 6 comprises a crank pedal mechanism 1
0, a motor 11, and a propulsion unit 12. The crank pedal mechanism 10 includes a crank case 13 fixed to the front portion of the center frame 4, and a crank shaft 14 is inserted through the crank case 13 in the width direction so as to be rotatable by a bearing (not shown). It is supported.
A crank arm 15 is provided at the left and right ends of the crank shaft 14.
Are fixed with a phase angle of 180 degrees, and a pedal 16 is rotatably attached to the tip of each crank arm 15.

The main driving force (torque) for rotationally driving the crankshaft 14 by the pedaling force input to the pedal 16 is transmitted from the crankshaft 14 via the planetary gear type gearbox 17 to the large gear 1
8 is transmitted to the drive shaft 21 of the propulsion unit 12 from the resultant shaft 19 via the bevel gear 20 to drive the screw 22 to rotate. In this way, a human-powered drive system for rotationally driving the screw 22 by the main driving force of human power is constructed.

The motor 11 has a built-in planetary gear type speed reducer, and is inserted into the front side of the crankcase 13 from below and fastened by bolts. Also, the motor 1
The output shaft of No. 1 is connected to an output gear 24 via a clutch 23, and this output bevel gear 24 meshes with the large bevel gear 18. It should be noted that the clutch 23 is for avoiding driving the motor side by the main driving force when the assistance by the motor is not performed.

The driving force of the motor 11 is transmitted to the driving shaft 21 via the clutch 23, the output gear 24, the resultant shaft 19, and the bevel gear 20, and rotationally drives the screw 22. In this way, an auxiliary drive system that rotationally drives the screw 22 by the auxiliary drive force from the motor 1 is configured.

The planetary gear type speed increaser 17 includes a sun gear 17a pivotally supported by the crankshaft 14 and a planetary gear 17b pivotally supported by an arm fixed to the crankshaft 14 and rolling on the sun gear 17a. , A ring gear 17c fixed to the large gear 18 and meshing with the planet gear 17b, and a main driving force detecting arm 17d fixed to the sun gear 17a.

The main driving force detecting arm 17d constitutes a part of the main driving force detecting means 36 for detecting the main driving force. That is, a reaction force corresponding to the main driving force acts on the sun gear 17a, and the reaction force causes the detection arm 17d to rotate by an angle corresponding to the driving force. Therefore, the main driving force detecting means 36 detects the main driving force by detecting the rotation angle of the detection arm 17d with a potentiometer (not shown).

Here, the propulsion unit 12 has its screw 2
The water depth position of 2 is adjustable. In this adjusting mechanism, the rear portion of the drive shaft 21 is swingably supported by a swing arm 25 which is swingably supported by the center frame 4, and the rear end of an intermediate rod 26 is connected to the swing arm 25. The front end of the intermediate rod 26 is connected to the operating lever 27. The operation lever 27 is pivotally supported by a bracket 28 fixed to the center frame 4.
Incidentally, 28a is a guide groove for holding the operation lever 27 at a predetermined angular position. When the operation lever 27 is swung, the intermediate rod 26 swings the swing arm 25,
Thereby, the water depth position of the screw 22 is adjusted. The water depth of the screw 22 becomes deeper as the operation lever 27 is swung forward, and becomes shallower as the operation lever 27 is swung backward.

A rechargeable battery 29 such as a lead battery and a controller 30 are arranged below the seat 5 of the center frame 4. The main driving force F detected by the potentiometer is input to the controller 30, and the controller 30 controls the motor current based on the driving force F to control the auxiliary driving force T _M by the motor 11.

As shown in FIG. 5, the controller 30 controls the auxiliary driving force T _{M of the} motor 11 based on the main driving force F.
CPU 31 that outputs the command value i, a gate circuit 32 that outputs a gate signal g that changes the duty ratio corresponding to the command value i, and a switching circuit 33 that drives the motor 11 according to the gate signal g. It has and.
In addition, 34 is a memory and 35 is a shunt for current detection.

The CPU 31 has a main driving force increase / decrease detection function 31a, a maximum value detection function 31b, and an auxiliary driving force calculation function 3
1c, output control function 31d, and auxiliary stop determination function 31
The auxiliary driving force T _M in the next one cycle is determined by using the measured value of the main driving force F in the previous cycle, and the command value i for outputting this to the motor 11 is output. Is configured to. Specifically, as shown in FIG. 8, the assist ratio α2 = T _M2 / F at the main driving force F _{min is} more than the assist ratio α1 = T _M1 / F _{max at the} main driving force F _max.
The auxiliary driving force is controlled so that _max becomes large.

The auxiliary driving force control by the CPU 31 will be described in more detail. As shown in FIG. 6, the main driving force increase / decrease detection function 31a has a difference in measured values of the main driving force F detected by the potentiometer at each time dt, that is, a previously detected measured value (previous value) F (t- dt) and the next detected measurement value (next value) F (t), the sign of the difference is obtained, and the flag is output. Therefore, the sign of this difference becomes + while the measured value of the main driving force F increases, and it becomes − when it decreases, and becomes 0 if there is no change in the difference, so the flag is as shown in FIG. When the difference between 0 and + changes
It changes from + to +, and when the difference changes from 0 to −, it changes from + to −.

The maximum value detecting function 31b stores the main driving force F obtained immediately before the flag shown in FIG. 6 changes from + to − as a maximum value. The circle mark in the column for rewriting the maximum value of the main driving force in FIG. 6 indicates the timing at which the maximum value is obtained and the memory is rewritten.

Auxiliary driving force (T _M ) calculation function 31c
Calculates the auxiliary driving force T _M generated in the motor 11 in the next one cycle by using the obtained maximum value F _M of the main driving force F. For example, the assist ratio α proportional to the maximum value F _M
The auxiliary driving force T _M is calculated according to 1, and this auxiliary driving force T _M
Is set to a constant value within the next cycle. By doing so, as shown in FIG. 8, the assist ratio is α at the maximum time.
The value gradually increases from 1 to α2 at the minimum, and as a result, the auxiliary driving force increases as the main driving force decreases,
Smooth sailing. Note Determination of the auxiliary driving force T _M is not limited to the above method, for example may be obtained auxiliary driving force T _M with a predetermined constant relation.

The output control function 31d outputs a command value i for causing the motor 11 to continuously generate the constant auxiliary drive force T _M obtained by the auxiliary drive force calculation function 31c for the next one cycle.

In the auxiliary stop determination function 31e, the main driving force F is the main driving force reference value F. Find the period t
If this period (clocking period) t is equal to or longer than the preset longest limit t _M, it is determined that the crankshaft 14 is stopped and the motor 11 is stopped.
Stop the assistance by. That is, the motor auxiliary driving force T _M
To 0.

The gate circuit 32 outputs the gate signal g from the CPU 31 for changing the duty ratio. In this case, when the command value i is to increase the auxiliary driving force T _M , the gate signal g is output. Increases the duty ratio.

The switching circuit 33 is provided for forward rotation transistors 33a and 33b for causing the motor 11 to rotate in the forward direction by passing a current in the a direction, and for rotating the motor 11 in the reverse direction by passing a current in the b direction. It is composed of reverse rotation transistors 33c and 33d. Note that these transistors are, for example, MOS-FETs.

Next, the operation will be described with reference to FIG. First C
PU31 is sets the flag to +, set the main driving force reference value F _O, the maximum limit t _M respectively, and initializes the main driving force maximum value F _M, performs other initialization process (step 100 to 103 ).

When the measurement of the main driving force is started and the measurement period is reached, the main driving force F is detected by the auxiliary stop determination function 31e.
(Next value) is compared with the reference value F _O (steps 104 to 1)
06), if F> F _O , the counter for timekeeping is reset to 0 (step 107), and if F <F _{O, the} counter continues counting (step 108). When the count value of this counter (corresponding to the measurement period t) is larger than the longest limit T _M (t> t _M ) (step 109), the crankshaft 14 is considered to be stopped, and the assist by the motor 11 is stopped. (Step 110), control ends (Step 11)
1).

If the count value (t) is smaller than the longest limit t _M (t <t _M ), the main driving force increase / decrease detection function 31a obtains the difference between the main driving force measured values during the time dt (step 11).
2) If this difference is increasing, it is determined that this difference is positive (step 113), and it is checked whether it matches the flag set in step 100 (step 114). In this case, since they match, the process returns to step 105. If the flags do not match, the flag is rewritten to be positive (step 115) and the process returns to step 105.

If the pedal effort measurement value is decreasing, the difference in the pedal effort during the measurement cycle dt is negative (steps 112 and 11).
6) It is checked whether or not it matches the immediately preceding flag stored in the memory (step 117). If they match, the process returns to step 105, and if they do not match, the flag in FIG.
Since this means that the flag has changed from − to −, the flag is rewritten to minus (step 118), and the main driving force F immediately before this is set to the maximum value. Then, the maximum value of the memory is rewritten with this new maximum value (step 119), and step 1
Return to 05.

As described above, according to the human-powered propulsion boat with the motor according to the present embodiment, the assist ratio α of the auxiliary drive force Tm to the main drive force F is increased so that the assist ratio becomes larger as the main drive force decreases. Since it is determined, the proportion of the auxiliary driving force increases as the main driving force decreases, and the reduction of the main driving force is reliably compensated. As a result, it is possible to suppress a reduction in braking due to a decrease in both the main driving force and the auxiliary driving force, and it is possible to smoothly run.

Further, in this embodiment, since the assist ratio is controlled by keeping the auxiliary driving force constant at the maximum value of the main driving force, the fluctuation range of the motor output becomes small and the motor output is reduced accordingly. The maximum output of is also small, and the problems of increasing the motor capacity and the control device can be avoided.

Furthermore, in this embodiment, the discharge current of the battery 29 becomes small and constant, and the discharge capacity becomes large, so that the life of the battery is also adversely affected.

In the above embodiment, the maximum value F _{M of the} main driving force is
Although the auxiliary driving force T _M is obtained by the above, the present invention is not limited to this. For example, an integral value of the main driving force F over a period of time is used, or the main driving force at a constant rotation angle of the crankshaft 14 or the average value of the main driving force within the constant rotation angle range of the crankshaft 14 is used. Alternatively, the auxiliary driving force T _M may be obtained. The auxiliary driving force T _M may be increased or decreased depending on the rotation speed of the crankshaft 14 or the boat speed S. For example, the auxiliary driving force T _M may be reduced when the boat speed S exceeds a certain level.

In the above embodiment, the case where the auxiliary drive source is the motor has been described. However, the drive source is not limited to the motor, and other drive sources such as an internal combustion engine can be adopted. Is.

[0040]

As described above, according to the human-powered propulsion boat with the auxiliary drive source according to the present invention, the auxiliary drive force is set so that the assist ratio at the minimum main drive force becomes larger than the assist ratio at the maximum main drive force. It is determined. For example, in the invention of claim 2, the auxiliary driving force is determined such that the assist ratio increases as the main driving force decreases, and in the invention of claim 3, the auxiliary driving force at the maximum main driving force is the next one cycle. Will be supplied to
As the main driving force decreases, the ratio of the auxiliary driving force increases, and the decrease in the main driving force is reliably compensated. Therefore, it is possible to suppress the occurrence of the braking phenomenon due to the reduction of both the main driving force and the auxiliary driving force, which has the effect of smoothing the cruising.

Further, since the fluctuation of the auxiliary driving force becomes small,
Auxiliary drive source and its control device can be downsized, and when a motor is used as an auxiliary drive source, fluctuations in the discharge current of the battery are reduced, so the discharge capacity of the battery can be increased and the battery life can be extended. There is an effect.

[Brief description of drawings]

FIG. 1 is a side view of a human powered propulsion boat with a motor according to an embodiment of the present invention.

FIG. 2 is a plan view of the propulsion boat according to the embodiment.

FIG. 3 is a schematic configuration diagram of a drive system of the propulsion boat of the embodiment.

FIG. 4 is a block diagram of a drive system of the propulsion watercraft of the above embodiment.

FIG. 5 is a block configuration diagram of a controller of the above-described propulsion boat of the embodiment.

FIG. 6 is an operation explanatory view of the propulsion boat according to the embodiment.

FIG. 7 is a flow chart of the propulsion boat according to the embodiment.

FIG. 8 is an explanatory view of the operation of the above-mentioned propulsion boat of the embodiment.

[Explanation of symbols]

1 Manpower Propulsion Boat 22 Screw (Propulsion Machine) 11 Motor (Auxiliary Driving Source) 36 Main Driving Force Detection Means 31c Auxiliary Driving Force Calculation Means 31d Auxiliary Driving Source Control Means F Main Driving Force _TM Auxiliary Driving Force

Claims (3)

[Claims] 1. A human-powered drive system that rotationally drives a propulsion machine by human power and an auxiliary drive system that rotationally drives a propulsion machine by an auxiliary drive source are provided in parallel to cope with changes in the main drive force due to the human-powered drive system. In a human-powered propulsion boat with an auxiliary drive source configured to control the auxiliary drive force by the auxiliary drive system, a main drive force detecting means for detecting the main drive force, and an assist ratio at a minimum main drive force in one cycle ( Auxiliary driving force calculation means for determining the auxiliary driving force so that the auxiliary driving force / main driving force) becomes larger than the assist ratio at the time of the maximum main driving force, and the auxiliary driving source is controlled so as to obtain this auxiliary driving force. And an auxiliary drive source control means for 2. The auxiliary drive force according to claim 1, wherein the auxiliary drive force calculation means is configured to determine the auxiliary drive force such that the assist ratio increases as the main drive force decreases. Human powered propulsion boat with source. 3. The auxiliary drive according to claim 1, wherein the auxiliary drive force calculation means is configured to supply the auxiliary drive force at the maximum main drive force over the next one cycle. Human powered propulsion boat with source.