JPH1035575A - Travelling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To charge a battery effectively to prolong traveling distance by providing a function change-over control means which makes a motor function as a generator when a situation of a road surface does not necessitate assistance of a part of force for moving a travelling device such as a bicycle provided with the motor in the travelling device. SOLUTION: In a function change-over control means of a motor 31, a coil cut relay part 200 is turned on and a relay part for charging circuit 250 is turned off when a running road surface is a climbing slope. When the traveling road surface is flat and inertia running is possible, the coil cut relay part 200 is turned off and the relay part for charging circuit 250 is also turned off. On the other hand, when the traveling road surface is down slope, the coil cut relay part 200 is turned off and the relay part for charging circuit 250 is turned on. Consequently, when the traveling road surface is down slope, the motor 31 functions as a generator, and induction power generated when the motor 31 functions as the generator is charged into a battery 40 through the relay part for charging circuit 250 and a charging circuit 300 of the battery.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a moving device which assists a part of a moving force given by an operator by a motor.

[0002]

2. Description of the Related Art As an example of a moving device, for example, a bicycle, an operator sits on a saddle of a bicycle and uses the pedaling force of the operator to drive a rear wheel through a drive transmission unit such as a pedal, a crank, or a chain. It can run by driving.

[0003] By the way, when the operator gives a pedaling force and runs on a bicycle as described above, there is no difficulty if the operator is on a flat road. In particular, there is a problem that the bicycle has to be got off on the way if the climb is steep and long.

[0004] Bicycles equipped with a motor for assisting the pedaling force of the operator have been proposed. Such a conventional bicycle is also called an electric bicycle, and the pedaling force of the operator is detected by a mechanical torque sensor 1 shown in FIG. 46 incorporated in a crankshaft, a chain, or a main shaft. When the control unit 3 confirms the rotation of the pedal from the pedal rotation sensor 4, the pedaling signal 2 of the mechanical torque sensor 1 calculates half of the pedaling torque of the operator based on the pedaling signal 2. Thus, the motor always assists (assists) half of the pedaling force (human power).

[0005]

When such an electric bicycle travels on a downhill or on a flat road on which inertia can be run, no motor power assist is required and the motor rotor is connected to the electric bicycle. It is rotating with the running. Therefore, the inventor of the present invention intends to propose that the running distance is extended by using the rotation of the rotor of the motor to generate power and charge the battery.

Accordingly, an object of the present invention is to solve the above-mentioned problems and to provide a mobile device capable of extending the mileage by performing charging when assistance of power by a motor is unnecessary.

[0007]

According to the present invention, there is provided a moving device which assists a part of a moving force when moving by an operation of an operator. A motor driven by energization to assist a part of the moving force, and the condition of the road surface on which the moving device moves, when it is necessary to assist a part of the moving force of the moving device In the case where the motor assists a part of the force for moving, and if the condition of the road surface on which the moving device moves does not require a part of the force for moving the moving device, This is achieved by a moving device including: a function switching control unit that causes a motor to function as a generator.

In the present invention, the function switching control means assists the moving device by driving the motor when the condition of the road surface needs to assist a part of the moving force of the moving device. If the motor does not require assistance depending on the condition of the road surface, the motor can be made to function as a generator, so that the generated power can be charged while the moving device moves. Accordingly, the traveling distance of the moving device can be extended.

For example, the function switching control means turns on the first switching unit to supply electric power from the battery to the driving coil of the motor to drive the motor. When the motor functions as a generator, the function switching control means
The second switching unit is turned on to charge the generated power to the battery.

[0010] For example, a road surface condition that needs to assist the mobile device is an uphill or the like, and in the case of a downhill or the like, the battery is charged with the generated power.

[0011]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

Although the embodiments described below are preferred specific examples of the present invention, various technically preferable limitations are given. However, the scope of the present invention is particularly limited in the following description. The present invention is not limited to these modes unless stated to limit the invention.

FIG. 1 shows an example of an electric bicycle as a preferred embodiment of the moving device of the present invention.

The electric bicycle shown in FIG. 1 includes a frame 11, a handle 12, a grip 13, a crank 14, a saddle 15, a front wheel 16, a rear wheel 17, gears 18a and 18b, a control means 100 which is a means for grasping running information, a power assist. Means 30 and the like. The control means 100 is arranged near the frame 11 and the crank 14. Power assisting means 30
Are arranged on the rear wheel 17 in the embodiment of FIG.
Crank 14, front wheel 16, rear wheel 17, gears 18a, 18
b is a rotating part at the time of running. Also, the crank 14
The rotation of the operated portion is transmitted to the rear wheel 17 and the rotation of the rear wheel 1 is performed.
Reference numeral 7 functions as a drive wheel for moving the electric bicycle 1000.

A mounting plate 21 is provided in the space of the triangular space of the frame 11. On this mounting plate 21, a battery 40, a control means 100, an inclination sensor 90 and the like are arranged.

The large-diameter gear 18a and the small-diameter gear 18b are provided with a chain 18c for transmitting power.
Electric bicycle 1000 in FIG. 1 has a vehicle weight of, for example, 20 kg.
The battery 40 is detachable from the mounting plate 21. The battery 40 can be charged by a household commercial power supply of 100V. The power assisting means 30
The electric bicycle 1000 can travel up to 70 km, for example, with a part of the pedaling force of the operator assisted. The battery 40 can be fully charged in about 4 hours as an example,
This battery capacity is, for example, 28.8 V-5 Ah (14
4 Wh). The battery 40 has a light weight of, for example, 1.3 kg.

FIG. 2 shows the power assisting means 30, the control means (running information grasping means) 100, and the inclination sensor 90 of FIG.
9 shows an integrated control unit 2000 of the electric bicycle 1000 including (tilt information grasping means) and the like. FIG. 3 shows a control image of the electric bicycle 1000 in the integrated control unit 2000 of FIG.

Referring first to FIG. 3, the speed sensor 11
0, based on signals from the tilt sensor 90, the crank rotation sensor 120, the front brake sensor 130, and the rear brake sensor 140, the control means 100 grasps the running state of the electric bicycle, and the control means 100 controls the speed sensor. Speed change information (acceleration information) is synthesized based on the speed signal VS from the
The power assisting means 30 realizes power assist faithful to the intention of the operator (rider).

For this purpose, first, the running power (P) at that time is calculated from the speed information and the inclination information by a general formula, and the running power information and the acceleration information are added to determine the real-time assist amount.

From the speed information and the inclination information, the running power (P) at that time can be calculated by a general formula, and the running power (P) calculated at this time is applied to the electric bicycle 1000 at that time. It is just the force needed to run at speed.

Therefore, as described above, speed change information (acceleration information) is obtained based on the speed signal VS, and the value of the running power (accelerated running power value) based on this acceleration information and the value of the calculated running power (acceleration running power value) are calculated. By adding the constant-speed running power value), the intention of the operator can be reflected on the running of the electric bicycle 1000.

Specifically, by calculating acceleration information from speed information at a certain point in time (a minute time), it is possible to determine whether the operator is about to accelerate or decelerate. When trying to do so, increase the assist amount. In addition, for example, even with the same acceleration information, when the traveling speed at that time is low, the assist amount is large, and when the traveling speed is high, the assist amount is small to improve the traveling performance at low speed. When the acceleration information is large, even when the acceleration information becomes negative (deceleration state), it is possible to improve the traveling performance on an uphill by increasing the assist amount.

In order to determine the assist amount using the speed information, the inclination information, and the acceleration information, various situations (a situation obtained from the speed information, the inclination information, and the acceleration information) are used.
May be prepared and calculated separately for each condition using a calculation formula corresponding to the situation. Alternatively, calculated data may be stored in a table in advance, and based on table data corresponding to each situation. Alternatively, the assist amount may be determined.

First, in FIG. 2, the central processing unit 101 of the control means (driving information grasping means) 100 includes a digital input / output unit 102, a counter 103, an analog input unit (analog / digital conversion unit) 104, PWM
The signal generation logic unit 109 is connected to a PWM (pulse width modulation) data unit 105.

The clock generator 106 supplies the counter 103 and the central processing unit 101 with a reference system clock for system operation.

The analog input unit 104 is connected to the tilt sensor 9
0, receives an analog signal from the current sensor 150 and the temperature sensor 160 and converts it into a digital signal.

The counter 103 includes a clock generator 106
Data unit 1 based on the system clock from
PWM clock φ for 05 (1/128 carrier)
give. The PWM data unit 105 stores the channel ch0
~ Counter unit 105a ~ 10 of channel ch3
5k, and the channel ch3 has a counter reset for clearing the values of the channels ch0 to ch2.

Channel ch0 of PWM data section 105
~ Counter unit 105a ~ 10 of channel ch2
5c is a counter unit 105d, 105e, 105
f and an isolation photocoupler 105g,
It is connected to the driver power stage 170 of the three-phase motor 31 via 105h and 105i. This power stage 170
Is PW for the U-phase, V-phase and W-phase of the three-phase motor 31 respectively.
M control is performed and electric power is supplied appropriately.

The digital input / output unit 102 includes an assist button 180, a front brake sensor 130, a rear brake sensor 140, a crank rotation sensor 120, and a temperature sensor 16.
0 and the like are connected via an isolation photocoupler 180a. Speed sensor 1 for three-phase motor 31
10 is connected to the digital input / output unit 102 via a photocoupler 110a for isolation.

The circuit block diagram of FIG. 4 includes the battery 40 in addition to the circuit block diagram of FIG.
3 shows a battery 40, a control unit 100, a motor board 32, and the like.

The control means 100 includes the central processing unit 10
1 and a main substrate 108.

A speed sensor 110, an inclination sensor 90, a crank rotation sensor (also referred to as a crankshaft speed sensor) 120, a front brake sensor 130, and a rear brake sensor 140 are associated with the central processing unit 101. The tilt sensor 90 is disposed on the main board 108, and the DC-DC converter 108 a sets the voltage from the battery 40 to 5 V and supplies the voltage to the central processing unit 101. The DC-DC converter 108b of the main board 108
Can set the voltage from the battery 40 to 12 V and send it to the motor board 32 side.

The three speed sensors 110 shown in FIG. 4 are provided on the motor board 32, which will be described later, and can send the motor rotation angle signal CS to the central processing unit 101. The central processing unit 101 can generate a speed signal VS of the motor rotor based on the motor rotation angle signal CS, and can synthesize acceleration information (speed change information) AS from the speed signal VS.

The motor board 32 is provided with the speed sensor 1 described above.
10, a temperature sensor 160, an induced voltage detector 32a, and three drive coils C1 to C3. The power stage 170 of the main board 108 includes these three coils C
A drive voltage is supplied to 1, C2, and C3 (corresponding to the U, V, and W phases).

Next, the power stage 170 shown in FIG. 2 converts the error signal 170e into a photocoupler 170f for isolation.
Can be sent to the digital input / output unit 102 via the.
When an abnormality occurs in the power stage 170, the central processing unit 101 receives the error signal 170e and immediately stops the three-phase motor 31.

The assist button 180 shown in FIG. 2 is a push switch that is turned on / off by an operator. When the assist button 180 is turned on, an assist mode is set. For example, when the operator pushes the electric bicycle 1000 of FIG. 1 to walk, the three-phase motor 31 is operated when necessary, such as when climbing over a step or the like, to provide auxiliary power to the rear wheel 17 of FIG. Assist. For example, when the operator pushes the electric bicycle 1000 and walks, the vehicle speed is 2.5 km /
The motor 31 can be operated only at the time of h or less. By doing so, the operator can use the electric bicycle 100
When walking by pushing 0, even if an obstacle such as a step occurs and it becomes difficult to push the electric bicycle 1000, the electric bicycle 1000 can be pushed lightly as needed.

Next, the front brake sensor 130 and the rear brake sensor 140 shown in FIG. 2 will be described.

FIG. 5 is a plan view of the electric bicycle 1000 of FIG. 1. The handle 12 has a front brake lever 12a and a rear brake lever 12b. The front brake lever 12a is a front brake 12c that stops the rotation of the front wheel 16.
The rear brake lever 12b operates the rear brake 12d of the rear wheel 17.
2c and the rear brake 12d function as braking means for braking the electric bicycle 1000.

As shown in FIG. 6, for example, a rear brake sensor 140 such as a micro switch is provided on the rear brake lever 12b. When the operator operates the lever 12b in the direction of arrow H, the rear brake sensor 140
Turns on. Then, when the operator releases the rear brake lever 12b, the rear brake sensor 140 turns off.

Similarly, when the operator operates the front brake 12a, the front brake sensor 130 turns on, and when the front brake lever 12a is released, the front brake sensor 130 turns off. As described above, whether the front brake 12c or the rear brake 12d is operated using the front brake lever 12a or the rear brake lever 12b is determined based on the brake signal from the front brake sensor 130 or the rear brake sensor 140 in the center of FIG. Arithmetic processing unit 101
Judge. That is, by detecting the ON signals of these sensors 130 and 140, the operator can use the electric bicycle 1000.
The central processing unit 10 determines whether there is an intention to stop
One can judge.

FIG. 7 shows another embodiment of the front brake sensor and the rear brake sensor. In the embodiment of FIG. 7, a potentiometer 130a or 140a is used instead of the microswitch. The potentiometers 130a and 140a output a brake signal of a magnitude corresponding to the lever angle θ.

Next, the tilt sensor 90 as the tilt information grasping means in FIG. 2 will be described. The tilt sensor 90 is set on the mounting plate 21 shown in FIG. 1. The tilt sensor 90 has a structure as shown in FIGS. The tilt sensor 90 has a pendulum 99 rotatably supported on an iron substrate 91 via a bearing 92. The bearing 92 is a sintered metal or resin bearing, and a Hall element 94 for detecting a magnetic field is attached to the iron substrate 91.

The pendulum 99 has a yoke 98, a boss 96 and a shaft 97. The shaft 97 is fitted in a boss 96, and the boss 96 holds a yoke 98. Axis 97
Is attached to the bearing 92 by an E-ring 93. The yoke 98 has a magnet 95, and the yoke 98
Is made of a magnetically permeable material.

As shown in FIG. 10, the magnet 95 is N
It has a pole 95a and an S pole 95b. 9 detects a change in the magnetic field of the N pole 95a and the S pole 95b of the magnet 95 by the movement of the pendulum 99 in the R direction.

The angle at which the pendulum 99 is inclined in the R direction is shown in FIG.
9 corresponds to the front wheel 1 of the electric bicycle 1000 shown in FIG.
This is an inclination angle with respect to a line VL in a direction perpendicular to a line connecting the rear wheel 6 and the rear wheel 17. For example, in case of uphill, pendulum 9
9 tilts in the + θ direction, and in the case of a downhill, the pendulum 99 tilts in the −θ direction. That is, as shown in FIG. 11, the output of the Hall element 95 is set to decrease linearly with the inclination in the + θ direction and to increase linearly with the inclination in the −θ direction. The output of the hall element 94 is sent to the control means 100 as an inclination signal INS.

Next, the crank rotation sensor 120 shown in FIGS. 1 and 2 will be described with reference to FIGS. 12, 13 and 14.

The crank rotation sensor 120 is arranged corresponding to the crankshaft 14a of the bicycle shown in FIG. FIG.
As shown in FIG. 2, the crankshaft 14a has two pedals 14
b, 14b. Gear 18 of crankshaft 14a
The reflection plate 121 is fixed to a. As shown in FIG. 13, the reflector 121 has mirror portions 122 and non-reflection portions 123 alternately arranged in the circumferential direction. The reflection plate 121 is a disk-shaped reflection plate. The reflection plate 121 has 24 mirror portions 122 and 24 non-reflection portions 123, and a light emitting / receiving section 124 is provided corresponding to the reflection plate 121. Have been.

As shown in FIG. 14, for example, the light receiving / emitting section 124 includes a light emitting section 124a and a light receiving section 124b. The light emitting section 124a is, for example, a light emitting diode and the light receiving section 124b is a phototransistor. Light emitting unit 124
The light L emitted by a is reflected by the mirror portion 122 to become return light LR, and the return light LR can be received by the light receiving section 124b. That is, the light L can send the return light LR to the light receiving unit 124b when the mirror portion 122 faces the light receiving unit 124b. Thereby, the crank rotation sensor 120
Transmits a crank rotation signal CRS corresponding to the number of rotations of the reflector 121 integrated with the crankshaft 14a to the control means 10.
0 can be output.

When the light emitting / receiving section of FIG. 14 having a long detection distance is used, even if the reflecting plate 121 is warped,
The influence of distance fluctuation can be avoided. In addition, since there is a lot of light that causes disturbance, it is desirable that the electric circuit portion of the control unit 100 that receives the crank rotation signal CRS from the light emitting / receiving unit 124 have a large hysteresis as needed.

The control means 100 from the inclination sensor 90 shown in FIG.
The inclination signal INS sent to the side uses the inclination of the pendulum 99 in order to detect the inclination of the electric bicycle 1000 on the traveling road surface. The inclination signal INS is an analog value, and as shown in FIG. It is necessary for the input / output unit 102 to perform digital conversion.

The reflection plate 121 shown in FIG. 13 can be provided by being attached to the gear 18a for the crank. The crank rotation signal CRS obtained from the light receiving unit 124b of the light receiving / emitting unit 124 is counted and measured by the counter 103 in FIG. Specifically, the mirror part 122 in FIG.
Since the light receiving unit 1 shown in FIG.
24b outputs a crank rotation signal CRS of 24 with one rotation of the crank gear 18a. When the motor 31 of the power assisting means 30 shown in FIG. 1 is rotating in synchronization with the crank 14, the gear 18a for the crank shown in FIG.
7, the gear ratio of the gear 18b is, for example, 44:16.
The motor 31 rotates 2.75 times faster.
The assist of the motor 31 normally works when the operator steps on the pedal to synchronize the motor 31 and the crank 14, and when the rotation of the crank 14 exceeds the rotation of the motor as described later.

In this embodiment, the motor 31
Is configured as a so-called direct motor that directly rotates the rear wheel, so that the rear wheel 17 is directly assisted by the motor by synchronizing the motor 31 and the crank 14, but the motor assists the rotation of the crank. In this case, or when assisting the rotation of the front wheels by the motor, the assist by the motor may be performed by synchronizing the rear wheels and the crank.

Next, the structure of the motor 31, the speed sensor 110, the current sensor 150, and the temperature sensor 160 in FIG. 2 will be sequentially described.

FIG. 15 shows the vicinity of the motor 31 and various sensors in FIG. 2 in more detail.

The central processing unit 101 includes a tilt sensor 9
0, the inclination signal INS is received, and the front brake sensor 130
From the rear brake sensor 1
40, a rear brake signal BBS, a crank rotation signal CRS from a crank rotation sensor 120, and a speed signal VS from a speed sensor 110 of the motor 31 can be obtained. In addition to the speed sensor 110, the motor 31 has a temperature sensor 160 and a rotor position sensor 199. Further, the motor 31 and the central processing unit 10
A current sensor 150 is provided between them.

The structure of the motor 31 is shown in FIGS. 16 and 17, in which the outer rotor RT rotates and the inner stator S
This is an outer rotor type three-phase brushless motor in which T is stopped. The motor 31 is provided corresponding to the shaft 51 of the rear wheel 17 as shown in FIG. Therefore, the electric bicycle 1000 shown in FIG. 1 is a rear-wheel drive type bicycle. The shaft 51 is fixed to the frame 11 of FIG. 1 by screws 11a.

First, the stator ST of the motor 31 will be described. The stator ST of the motor 31 includes an iron core 53 and a stator holder 63 integrated with the shaft 51.
And a radiator 64, a motor board 32, and the like.

An iron core 53 is fixed to the flange 51a of the shaft 51 on the stator ST side using screws 51b. The coils C1, C2, and C3 are wound around the iron core 53. The coils C1, C2, and C3 are wound in a predetermined pattern around the iron core teeth 53e as shown in FIG. 19, and a coil 53d for detecting a back electromotive force is wound around the iron core teeth 53e in the middle. Is provided. These coils C1, C
2 and C3 are rotor magnets 5 of a rotor RT described later.
6 are arranged in the circumferential direction (rotational direction of the rotor RT).

The motor board 32 shown in FIGS.
Is a reflecting plate 67 of the housing cap 58 of the rotor RT.
Are arranged to face each other. A speed sensor 110 is provided on the motor board 32 of FIG. This speed sensor 110 is also called a photoreflector.
As shown in the figure, three circular motor boards 32 are provided at predetermined intervals along the circumferential direction. As shown in FIG. 16, the motor substrate 32 is
And is fixed using a substrate holder 53g.

The feed line pressing plate 32h of the motor board 32 in FIG. 21 presses the feed line 32j. This feed line 32
j is a power supply line that supplies power from the power stage 170 to the three coils C1, C2, and C3 in FIG. The signal line holding plate 32k of the motor board 32 holds three signal lines 32m. This signal line 32m is connected to the speed sensor 110
And a signal line connecting the central processing unit 101 of FIG.

The temperature sensor 1 is mounted on the motor board 32 shown in FIG.
60 are provided. The temperature sensor 160 is a sensor (diode) inserted inside the coil of the motor 31. The voltage of the temperature sensor 160 is compared, and if the temperature rises and exceeds a set value, the temperature sensor 160 A temperature detection signal is output to the processing device 101. The central processing unit 101 receives the
It is determined that an abnormality has occurred in the motor 1 and the drive to the motor 31 is stopped by stopping the power supply to the motor 31. After the stop, the temperature sensor 160
If the detected temperature falls below a predetermined value, a signal of another system using hysteresis is output, and in response thereto, driving of the motor 31 is restarted.

The temperature detection signal of the temperature sensor 160 is
As shown in FIG. 2, analog / digital conversion is performed in the analog input unit 104, and the temperature signal TS (see FIG. 15)
Captured as

The three speed sensors 110 shown in FIG.
6 faces the reflecting plate 67 attached to the housing cap 58 of the rotor RT. This reflecting plate 67 is similar to that shown in FIG.
Non-reflective portion 6 with 24 mirror portions 67a as in 2
7b are provided alternately and are formed along the circumferential direction. Each speed sensor 110 includes a light emitting unit 111
And a light receiving unit 112. The light L of the light emitting unit 111 is
The light is reflected by the mirror portion 67a of the reflection plate 67 to become return light LR, which can be received by the light receiving section 112. Therefore, the speed sensor 1
10 detects the speed signal VS accompanying the rotation of the rotor RT of the motor 31 in FIG. 16 by optically detecting the presence or absence of only the mirror portion 67a of the reflection plate 67 in FIG. It can be sent to the central processing unit 101.

Three speed sensors 110, 110, 110
As shown in FIG. 23, the time interval IT for detecting the zero-crossing point ZC is measured by the counter 103 in FIG.
Specifically, since there are 24 cycles × 6 zero-cross points for one rotation of the rotor RT of the motor 31, these are counted by the system clock. In addition, since variations may be included among the three speed sensors 110, the variations of the three sensors 110 are canceled by calculating the moving average of six times internally. The PWM signal creation logic unit 109 of FIG.
3 based on the output 110 (a), (b), (c) of the speed sensor, the speed sensor outputs (u), (v),
(W).

FIG. 24 shows the speed sensor output 110.
In correspondence with (u), (v), and (w), coils C1, C2, and C formed by the PWM signal creation logic unit 109 in FIG.
3 shows an example of U-phase, V-phase, and W-phase switching timings corresponding to No. 3.

FIG. 25 shows the PWM signal generation logic unit 10.
9 shows a waveform example of the PWM signal for the driver 170 in FIG. The units 105a to 105c of the PWM data unit 105 shown in FIG. 2 correspond to the U-phase, V-phase, and W-phase, and can be driven at the respective duties as shown in FIG.

Next, the current sensor 150 shown in FIGS.
Converts the voltage generated at both ends of the sense resistor (for example, 0.5 ohm) on the GND side into a current by taking it into the analog input unit 104 in FIG. 2 and performing analog / digital conversion. The need for such a current sensor is as follows.

(1) By limiting the inrush current, the expanded current rating of the battery and the drive circuit element can be kept low. In particular, it is effective for improving the reliability of the lithium ion battery. In addition, since the limitation is instantaneous, the reduction of the assist effect has no effect.

(2) Abnormality of the motor can be detected.

In the motor board 32 of FIG. 16, the power supply line 32j is externally connected to the motor board 32 via a power supply line pressing plate 32h by using a sealing tube 66 provided in the radiator 64. This sealing tube 66
This seals between the inside and the outside of the motor 31. When the coil power supply line 32j is pulled out, the sealing tube 66 is fastened to the hole 64a of the radiator 64 and does not go outside. In other words, the inner diameter of the sealing tube 66 is larger than that of the outer portion, so that even if the coil feed line 32j is pulled in the outer direction X1, the sealing tube 66 does not protrude any more. ing. The coil feed line 32j is fixed by a feed line pressing plate 32h so as not to contact the housing cap 58.

The stator holder 63 shown in FIG. 16 is made of, for example, aluminum, and the radiator 64 is also made of, for example, aluminum. The radiator 64 has fins 64c for radiating heat. As shown in FIG. 17, a plurality of fins 64c are formed in the traveling direction FF of the electric bicycle 100. By thus forming the stator holder 63 and the radiator 64 with materials having good heat dissipation properties, heat generated in the vicinity of the coils (C1, C2, C3) and the iron core 53 of the stator ST is easily radiated to the outside and eliminated. can do.

Next, the rotor RT of the motor 31 will be described.

The housing cap 58 shown in FIG.
8n and is fixed to the housing 55.
The housing 55 and the housing cap 58 are
It constitutes a housing member for housing T. The housing cap 58 and the housing 55 house the stator ST described above. The housing 55 has a hole 55h, and the shaft 51 passes through the hole 55h in a non-contact manner. The housing 55 includes bearings 52 and 52b.
And is rotatably supported by the stator ST via the. The housing cap 58 faces the motor shield plate 32s of the motor board 32 and receives the bearing 52b. That is, the housing 55 and the housing cap 5
8 is rotatably supported by the shaft 51 on the stator ST side by only two bearings 52 and 52b. The housing 55 is attached to each spoke 17p of the rear wheel 17 in FIG. 1 as shown in FIGS. 26 and 27. Therefore, the rotor RT rotates integrally with the rear wheel 17.
The housing 55 and the housing cap 58 substantially surround the stator ST, and the shaft 51 is fixed to the frame 11.

Inside the housing 55, there is provided a rotor case 54 which functions as a rotor yoke by means of the screws 22d. In the rotor case 54, a magnet 56 which is a rotor magnet such as a strip-shaped sintered neodymium magnet magnetized in one direction is arranged. The arrangement of the magnets 56 is shown in FIGS. That is, 48 magnets 56 are inserted along the inner peripheral direction of the rotor case 54 and adhered to the rotor case 54, and there are provided 24 combinations of the N pole 56a and the S pole 56b. Each magnet 56 has a rotor R
It faces the iron core 53 of T at a predetermined interval. That is, the magnet 56 of the rotor RT and the rotor case 54
And the coils C1, C2, C3 of the stator ST and the iron core 53
Etc. form a magnetic circuit. The magnet 56 faces the coils C1, C2, C3 along the circumferential direction at a predetermined interval.

As shown in FIGS. 27 and 19, the iron core 53 has a skew angle. The oblique setting with the skew is for preventing cogging torque (so-called torque fluctuation).

As shown in FIG. 19, each phase (U, V,
Counter electromotive voltage detection coil 53d for one slot for W phase)
The back electromotive voltage detection coil 53d is
As a matter of course, it can be used as a sensor that takes the energization timing of the coil instead of 0. In this case, although it has a function equivalent to that of the sensorless drive, there is an advantage that activation does not pose a problem as an application. That is, when the electric bicycle is completely stopped, the back electromotive voltage detection coil 5
In 3d, there is no output that takes the energization timing, but
When the operator (rider) starts driving, the bicycle is moved or the pedal is pedaled, so that an output is generated in the detection coil 53d, so that the energization timing of the motor can be obtained, and there is no hesitation at the time of startup peculiar to the sensorless drive It is.

When assembling the motor 31 shown in FIG. 16, the aluminum-made stator holder 63 having good heat conductivity is
Press into the shaft 51. Flange 51 of shaft 51
a, the iron core 53 and the substrate holder 53g are screwed with the screws 51b.
Together. At this time, the iron core 53 and the stator holder 63
Are fully thermally bonded.

The motor shield plate 32s is fixed to the substrate holder 53g with screws 53f. Motor shield plate 3
Screw 5 while adjusting the angle of the motor substrate 32 with respect to 2s.
Fix at 3p.

The angle is determined by the fact that the signal from the reflector 67 of the light emitting / receiving section 110, which is a photoreflector, corresponds to the coils (C1, C1).
2, C3). Number of poles of magnet 56 and number of teeth of reflector 67 (number of mirror parts)
Are to be equal. The radiator 64 is inserted into the shaft 51 and is brought into close contact with the motor shield plate 32s, so that radiant heat from the coils (C1, C2, C3) is less likely to be transmitted to the motor substrate 32. Thereby, the motor substrate 3
2 can be protected from heat.

The coil C is passed through the stator holder 63.
Heat of 1, C2, C3 and the iron core 53 can be released. However, while the heat resistance of the coil is about 200 ° C., the semiconductor on the motor substrate 32 is about 80 ° C., and therefore, a method of inserting a spacer between the stator holder 63 and the motor shield plate 32s so as to have a temperature gradient is also available. is there.

The rotor RT is rotatably supported by the bearings 52 and 52b with respect to the stator ST. The rotor RT is sandwiched from both sides by a housing 55 and a housing cap 58 and fixed by screws 58n. In this case, it is conceivable to insert a packing between the two.

The motor 31 of this embodiment, which is also called a wheel-in motor, is the outer rotor type brushless motor described above, and the use of this motor 31 has the following advantages.

(1) As shown in FIG. 16, the housing 55 and the housing cap 58 of the rotor RT use only two bearings 52 and 52b, and the shaft 51 on the stator ST side and the radiator at both sides of the rotor RT. 6
4 is rotatably supported. Therefore, the width of the motor 31 can be reduced in the axial direction of the shaft 51, and the load of the rotor RT during rotation can be received with good left-right balance.

(2) The housing 55 and the housing cap 58 of the rotor RT, which also constitute the accommodating member of FIG. 16, also called wheels, are directly fixed to the rear wheel 17 of the electric bicycle 1000 of FIG. 1 using the spokes 17b. Therefore, the driving torque generated by the rotor RT can be directly applied to the rear wheel 17. In addition, since the stator ST is disposed in the rotor RT and the rotor RT is disposed in the rear wheel 17, the appearance can be reduced as shown in FIG.

(3) Since the iron core 53 of the stator ST is directly fixed to the shaft 51, the structure is simple.

(4) The heat generated near the drive coil of the motor 31 is reduced by the radiator 64, the stator holder 63, and the shaft 51.
And the housing 55 and the housing cap 58 can also radiate heat to the outside, so that the motor 31 does not require any special cooling means.

(5) The stator ST having the coil portion of the motor 31 is housed in a sealed manner in the housing 55 and the housing cap 58 (housing member) of the rotor RT. Waterproof and dustproof.

(6) The magnet 56 of the rotor RT is arranged on the inner peripheral surface near the outer portion of the housing 55,
Since the generated torque can be obtained at the outermost portion of the housing 55, if the required generated torque is obtained, the outermost dimension of the rotor RT can be reduced as much as possible and the thickness can be reduced. The weight of the motor 31 to be stored can be reduced. And a large torque is obtained at low speed.

Next, with reference to FIGS. 29 and 30, the motor function switching control means 3000 provided in connection with the motor 31 will be described. The function switching control unit 3000 includes a coil cut relay unit (first switching unit) 200, a charging circuit relay unit (second switching unit) 250, the battery 40, and the battery charging circuit 30.
0, a power stage 170 and the like.

The coil cut relay unit 200
This is a relay unit for turning on / off between one end of each of the first coils C2 and C3 and the motor driver power stage 170.

The charging circuit relay section 250 includes coils C2 and C3 and a charging circuit 3 for the battery (secondary battery) 40.
This is a relay that electrically turns on and off between 00 and 00.

The coil cut relay unit 200 includes the motor 31
Are connected when driving for assist, and when a control signal CSS is given from the central processing circuit 101, the connection between the coils C2 and C3 and the power stage 170 is turned on. Otherwise, if the control signal CSS is not applied, the coil cut relay unit 200 is turned off.

On the other hand, charging circuit relay section 250 can be turned on by charging control signal PSS, and charging circuit relay section 250 is turned off if charging control signal PSS is not supplied.

FIG. 30 shows an example of the road running condition and the on / off condition of the two relay units 200 and 250.
When the traveling road surface is climbing, the coil cut relay unit 200 shown in FIG.
Turns off. When the traveling road surface is flat and inertial traveling is possible, the coil cut relay unit 200 is turned off, and the charging circuit relay unit 250 is also turned off.

When the traveling road surface is down, the coil cut relay unit 200 is turned off and the charging circuit relay unit 2 is turned off.
50 turns on. Thus, when the traveling road surface is down, the motor 31 functions as a generator by traveling down the electric bicycle. That is, since the rotor RT of the motor 31 in FIG. 16 rotates with respect to the stator ST with the rotation of the rear wheel 17 in FIG.
1, C2, and C3 generate induced power. Therefore, the induction power when the motor 31 functions as a generator is supplied to the battery charging circuit 30 through the charging circuit relay unit 250.
The battery 40 can be charged through 0.
In the operation of the electric bicycle 1000 described below, the charging circuit relay unit 250 is turned on in a state where the traveling road surface is down and the rear brake sensor 140 is turned on by operating the rear brake lever 12b. Is performed.

[0096] By doing so, the charging power of the battery can be increased while the vehicle is running, and the vehicle can run for a longer distance.

Next, the battery 40 shown in FIG. 1 will be described.

As a rechargeable secondary battery,
For example, most preferably a lithium ion battery is employed. This lithium-ion battery is
This is a secondary battery using a non-aqueous electrolyte obtained by adding an electrolyte to a non-aqueous solvent, using a carbonaceous material which can be de-doped as a negative electrode, a composite oxide of lithium and a transition metal as a positive electrode.

The lithium ion battery is a rechargeable battery and is an effective alternative to a nickel-cadmium battery. FIG. 31 shows the discharge characteristics of a lithium ion battery, a lead battery, and a nickel-cadmium battery. FIG.
The vertical axis of 1 indicates the voltage of the battery, and the horizontal axis indicates the passage of time. The discharge characteristics of a lithium-ion battery decrease with a relatively large slope as time passes, especially when the battery capacity decreases. The initial voltage of the lithium-ion battery is 4 V or higher, and the voltage is high, and is about 3 V even if the voltage is low.

On the other hand, the lead battery has an initial voltage of about 2 V and does not change much with the passage of time, and the nickel-cadmium battery has an initial voltage of 1.0 V. It is on the order of several volts, and the voltage change is also small. Accordingly, compared to other lead batteries and nickel-cadmium batteries, when the battery capacity is reduced, it is easier to grasp the change in voltage due to aging, so the lithium ion battery is terminated from the initial voltage of the lithium ion battery, for example, 4.2V. Utilizing the fact that the voltage drops gently to a voltage of about 2.7 V, the drop in the voltage is almost proportional to the remaining amount of the battery, so that there is an advantage that the remaining amount of the lithium ion battery can be easily detected. .

Such a lithium ion battery has a high energy density, a higher voltage than other types of secondary batteries as shown in FIG. 31, and is a non-polluting battery.

FIG. 32 shows the operation principle of the lithium ion battery, in which the positive electrode 41a, the negative electrode 42a,
1,-current collector 42 and separator 43. The current collectors 41 and 42 and the separator 43 are arranged in an electrolyte 45 of a container 44. The lithium ions 46 pass through the separator 43 and the current collector 42 (negative electrode 4
2a) The battery is charged by going to the side. On the other hand, the lithium ions 46 are charged by moving toward the negative electrode 42a). On the other hand, when the lithium ions 46 travel from the negative electrode 42a to the positive electrode 41a through the separator 43, a discharge occurs.

FIG. 33 shows the remaining running distance display for measuring the remaining amount of the battery 40 of the lithium ion battery and estimating and displaying the distance to which the electric bicycle of FIG. 1 can run afterward. An example of the device 700 is shown.

The remaining travel distance display device 700 is provided, for example, in the vicinity of the handle 12 in FIG.
It can be attached to 1 etc. Remaining mileage display device 7
00 is connected to the motor 31 and the control means 100 via connection terminals 701 and 702.

The remaining travel distance display device 700 connects the connection terminals 703, 7 to the charge / discharge control circuit 48 of the battery 40.
04. Connection terminals 703, 701
A current detector 706 is provided therebetween. The current detector 706 detects a current value flowing from the charge / discharge control circuit 48 to the motor 31 side. This current value is calculated by the current time average value calculation unit 799 as the current time average value. Then, the time average value of the current is stored in the memory 708.

On the other hand, the connection terminal 703 is connected to the voltage detector 707
It is connected to the. The voltage detector 707 detects a voltage value of the battery 40 obtained from the charge / discharge control circuit 48.

As shown in FIG. 31, the voltage detector 707 changes the initial voltage from about 4.2V to the final voltage 2.7V.
A change to about V is detected. The voltage of the battery 40 detected by the voltage detector 707 is stored in the memory 708.

The memory 708 stores a table showing the relationship between the remaining capacity of the battery 40 with respect to the time average value of the current and the data of the travelable distance by the motor 31.
Therefore, according to the time average value of the current and the voltage value, the memory 7
The remaining distance is displayed on the remaining distance display section 709 based on the value of the table 08 has.

As shown in FIG. 34, this remaining distance display section 709 can digitally display the remaining traveling distance, for example. Alternatively, as shown in FIG. 35, the remaining distance display unit 709 includes four LEDs (light emitting diodes) 7.
By turning on or off the lights 10, 711, 712, 713, the display of the remaining travel distance can be made analog. For example, when the LED 710 is turned on, the remaining travel distance can be displayed as 1 to 5 km, and when the LED 711 is turned on, the remaining travel distance can be displayed as 6 to 19 km.
When the LED 712 lights up, the remaining travel distance is 11-30K
m, and when the LED 713 is lit, the remaining travel distance is 3
It can be displayed that the distance is 1 to 70 km.

As shown in FIG. 31, when the voltage of the full charge is 4.2 V and the voltage at the end of discharge is 2.7 V, the battery 42 and the battery 4 of the electric bicycle 100
A secondary battery having a characteristic that the voltage monotonously decreases to a detectable level with respect to the remaining amount of 0 is used.

For example, voltage detector 707 in FIG.
An analog / digital converter is used and the battery 40
The voltage of the battery 40 can be measured within the range from the full charge to the end of discharge, that is, within the range shown by the curve of the lithium ion battery in FIG. When the voltage detected by the voltage detector 707 is supplied to the memory 708 using an analog / digital converter, the voltage corresponding to the remaining amount of the battery 40 is approximately in the range of 4.2 V from full charge to 2.7 V at the end of discharge. Preferably decreases monotonically at 1/100 or more of the voltage of the battery 40.

By the way, the battery pack 49 including the battery 40 and the charge / discharge control circuit 48 shown in FIG. Also, the remaining mileage display device 700 is an electric bicycle 1000.
Can be removed from the mounting plate 21 via the connection terminals 701 and 702. Therefore, even if the remaining travel distance display device 700 is brought into a room as it is,
The remaining travel distance of the battery 40 can be displayed alone.

As described above, in FIG. 33, when the remaining mileage display device 700 can be detached from the electric bicycle 1000 via the connection terminals 701 and 702, a plurality of the same remaining mileage display devices 700 are connected. Even when the battery 40 is being charged using a power line at home or during use at home, the remaining mileage display is performed on the electric bicycle 1000 without setting the remaining mileage display device 700. It is convenient because it can be done.

The remaining distance display section 709 can be, for example, a moving coil type pointer-type voltmeter other than that shown in FIG. 34 or 35. Also, the remaining distance display 709 may display the remaining capacity of the lithium ion battery itself in addition to the remaining distance.

Next, the operation of electric bicycle 1000 will be described.

FIG. 36 is a main routine showing the operation of electric bicycle 1000 in FIG. In FIG. 36, when the main routine starts, the central processing unit 1 shown in FIG.
01 initializes the digital input / output unit 102, the PWM signal creation logic unit 109, and the like, and initializes other parts (step ST1).

In step ST2 of FIG. 36, the process proceeds to a drive pattern setting subroutine. This drive pattern setting subroutine is shown in FIG. 37. When the drive pattern setting subroutine starts, step S
At T2-1, the sensor pattern is read. This reading of the sensor pattern means that the three speed sensors 1 shown in FIG.
Reference numeral 10 denotes reading of the pattern of the mirror portion 67a of the reflection plate 67 in FIG.

In step ST2-2 of FIG. 37, the drive pattern of the motor 31 is determined. In determining the drive pattern, the speed sensor 110 in FIG. 21 reads the pattern on the reflector 67 to determine the following. That is, as shown in FIG. 24, the energization pattern of the coil for correctly rotating the motor 31 is uniquely determined in accordance with the pattern of the speed sensor output, and this is set.

In step ST2-3, CTC is reset. The CTC refers to the counters 105a to 105k included in the PWM signal creation logic unit 109.

In step ST2-4, the arm direction is reset. This resetting of the arm direction means that the three-phase motor 3
That is, it is set which module of one power stage 170 receives the PWM control signal.

When the drive pattern setting subroutine of FIG. 37 is completed, the process returns to step ST3 of FIG. 36 to start preparation for PWM control of the motor 31 of FIG.

In the step ST4 of FIG. 36, 3 in FIG.
Zero cross point Z in FIG.
Check C. If the zero cross point is to be checked, the process proceeds to the motor subroutine of step ST5 in FIG. When the speed sensor 110 of the motor 31 is not checked, in step ST6, the crank rotation sensor 120 arranged for the crank 14 in FIG. 13 is checked.

In step ST5-1 of FIG. 38, the speed sensor 110 of FIG. 21 detects the mirror portion 67a of FIG.
Is counted by the counter 103 via the digital input / output unit 102 of the above. In step ST5-2, the counter 103 shown in FIG. 2 is reset. In steps ST5-3 and ST5-4, the central processing unit 101 performs speed calculation (V) to generate a speed signal VS, and calculates acceleration (加速度). The acceleration (speed change) signal AS is calculated. In step ST5-5 in FIG. 38, the process returns to the drive pattern setting subroutine in FIG. 37, and performs a predetermined process in the drive pattern setting subroutine ST2. The process of moving to the drive pattern setting subroutine ST2 as described above is performed in FIG.
This is because the pattern of the output signal of the speed sensor 110 is switched at the zero-crossing ZC point of FIG.

Next, when the rotation sensor 120 of the crank 14 in FIG. 13 is checked in step ST6 in FIG. 36, the process proceeds to a crank subroutine in step ST7. The crank subroutine ST7 is shown in FIG. 39. In step ST7-1, the crank rotation sensor 120 shown in FIG. 103 counts it. In step ST7-2 of FIG. 39, the counter 103 is reset.

Then, in step ST7-3 of FIG. 39,
The crank speed when the crank 14 of FIG. 13 rotates is calculated based on the count value. Thereafter, the process proceeds to step ST8 in FIG.

At step ST8 in FIG. 36, the temperature sensor 160 in FIG. 21 checks the temperature of the motor 31.
If the value detected by the temperature sensor 160 is higher than the predetermined temperature, the process proceeds to a high temperature processing subroutine of step ST9 in FIG.

The high temperature processing subroutine ST9 is shown in FIG. 40. In this case, in step ST9-1, the central processing unit 101 cuts off the coil cut relay unit 200, so that the power stage 170 energizes the motor 31. Stop doing it. As a result, as in step ST9-2, the assist of the driving force by the motor 31 of the electric bicycle 1000 becomes zero. In step ST9-3, when the temperature detected by the temperature sensor 160 in FIG. 21 has become lower than the predetermined temperature, the process proceeds to step ST10 in FIG.

Step ST10 corresponds to power stage 17 in FIG.
An operation check of 0 is performed. If the power stage 170 outputs the error signal 170e of FIG. 2 to the digital input / output unit 102, the central processing unit 101 proceeds to an error subroutine of step ST11 of FIG. In this case, by turning off the coil cut relay unit 200 in FIG. 15 as in step ST11-1, the step ST11-2 is performed.
As described above, the assist (assist) of the power of the electric bicycle 1000 by the motor 31 is set to zero. And step ST11
In step -3, an error flag is set, and step ST in FIG.
At 12, all system operations are terminated.

Otherwise, if no error of the power stage 170 is detected in step ST10 of FIG. 36, the operation enters the assist subroutine ST13 of FIG.

In the assist subroutine ST13, when the error flag is set in step ST13-1, the coil cut relay unit 200 shown in FIG.
Power assist in step ST13-9
And end the operation.

Otherwise, step ST13-1 in FIG.
If the error flag is not set in ST
13-2 to ST13-7 are performed.

In step ST13-2, if the operator has turned on assist button 180 in FIG. 2 and the speed of electric bicycle 1000 is lower than, for example, 2.5 km / h, step ST13-10. In step ST13-11, the coil cut relay unit 200 in FIG. 15 is turned on, and the assist amount is set to K (constant value) in step ST13-11.
To That is, since the speed is lower than 2.5 km / h when the operator is walking while pushing the electric bicycle 1000, the coil cut relay unit 200 in FIG.
Give for 0. Thereby, the operator can use the electric bicycle 1
You can easily walk by pushing 000 without much effort.

If the speed of the electric bicycle 1000 is 2.5 km / h or more in step ST13-2 in FIG. 42, the brake is checked in step ST13-3.

In the brake check, when the operator operates the front brake lever 12a or the rear brake lever 12b in FIG. 6, at least one of the signals of the front brake sensor 130 or the rear brake sensor 140 in FIG. Given to the digital input / output unit 102,
The central processing unit 101 can check whether the operator is performing a brake operation. If any of the brakes is applied, the assist amount of the motor 31 is set to 0 in step ST13-9.

Otherwise, if the brake is not applied, the process proceeds to the inclination check in step ST13-4. The tilt check is performed by the tilt sensor 90 shown in FIGS. When the inclination is less than 0, the electric bicycle 1000 is moving on a downhill instead of a flat surface, and therefore the central processing unit 101 turns off the coil cut relay unit 200 in step ST13-8 in FIG. At 9, the assist amount is set to 0.

Otherwise, when the inclination is checked and the angle is equal to or greater than 0, the central processing unit 101 determines that the road is a flat road or an uphill, and determines in step ST13-
Then, the process proceeds from step 4 to step ST13-5 to check the synchronization of the rotation of the crank. That is, it is determined whether or not the operator operates the crank 14 shown in FIGS. 12 and 13 with the pedaling force to rotate the crank 14. If the rotation speed of the motor 31 is higher than the rotation speed of the crank 14, the assist by the motor 31 is unnecessary. In step ST13-8, the central processing unit 101 in FIG. 15 turns off the coil cut relay unit 200 and sets the assist amount to zero.

Otherwise, the rotation of the motor 31
Synchronous (same) with rotation of 4 or crank 1
If the rotation of the motor 4 is larger than the rotation of the motor 31, the process moves to step ST13-6, and the speed of the electric bicycle 1000 is checked. The rotation speed of the motor 31 is detected by the speed sensor 110 in FIG. 21 and the reflection plate 67 in FIG. 22, and the rotation speed of the crank 14 is detected by the crank rotation sensor 120 and the reflection plate 121 in FIG.

Further, the case where the rotation of the crank 14 is larger than the rotation of the motor 31 means that the rotation of the crank 14 exceeds the rotation of the motor 31 in a very short time such as the start of pedaling.

In the speed check in step ST13-6 in FIG. 42, when the speed of the electric bicycle 1000 is 0 or greater than 24 km / h, it is determined that the assist by the motor 31 is unnecessary, and the central processing unit 101 in FIG. Turns off the coil cut relay unit 200 and sets the assist amount to zero.

Otherwise, if the speed is equal to or less than 24 Km / h and is not zero, for example, if the vehicle is running at a speed of 10 Km / h, a subroutine for calculating the assist amount in step ST13-7 Move on to The assist amount is the speed of the electric bicycle 1000,
It can be calculated from acceleration and road slope.

FIG. 43 is a diagram showing an example of assist timing by the motor 31 when the electric bicycle 1000 of FIG. 1 is running in various modes.

In FIG. 43, the mode (A) changes from 0 to 1
As shown in FIG. 44, mode 0 is the initial state, mode 1 is the brake state, mode 2 is the stop state, modes 3 to 5 are in the accelerated running state, mode 6 is the inertial running state, and mode 7 is as shown in FIG. Constant running state, Mode 8 is decelerating running state, Mode 9 and Mode 10 are descending running state, Mode 11
And 12 show the climbing running state. (B) of FIG.
(H) shows the operation state of various parts corresponding to the mode (A).

First, in the initial state of mode 0, the main switch is off or the battery 40 in FIG. 15 is out of battery, and the motor is in the free state. Or you can ride as a normal bicycle. The assist amount is zero.

In the braking state in mode 1, even if the main switch is turned on as shown in FIG. 43B, in mode 1, the operator operates the front brake lever 12a or the rear brake lever 12b in FIG. Since the front brake sensor 130 or 140 has priority over other sensors, the assist amount in FIG. 43 (G) is zero. At this time, for example, by making the assist amount of the motor 31 negative (turning the motor to the reverse torque mode), the braking effect can be enhanced by using the motor 31 as an electromagnetic brake.

In mode 2 of FIG. 43, the electric bicycle 1000
Are in a stopped state and the motor 31 is in a free state, so that the operator can freely move the electric bicycle by hand.

Modes 3 to 5 in FIG. 43 show an accelerated running state. In mode 3, since the motor 31 and the crank 14 are in an accelerated state (less than 15 Km / h) in synchronization, the motor 31 has a required work amount. Assist for half a minute.

In the mode 4, the motor 31 and the crank 14 are in an accelerated state (15 to 24 km / h) in synchronization with each other, and the assist amount of the motor 31 gradually decreases from １ ／.

In mode 5, when the motor 31 and the crank 14 are in an accelerated state (24 Km / h or more) in synchronization, the amount of assist to the rear wheels by the motor 31 is eliminated.
Make the motor free.

In the mode 6 in FIG. 44, when the motor 31 and the crank 14 are not synchronized, that is, when the operator stops applying the pedaling force and runs inertia, the motor is not limited to the speed. There is no assist amount of 31 and the motor is in a free state.

In the mode 7, the motor 31 and the crank 14 are at a constant speed in synchronization with each other, and the motor 31 assists similarly to the accelerated running state in the modes 3 to 5.

In the mode 8, the motor 31 and the crank 14
Is a synchronized deceleration state, and the motor 31 assists in the same manner as in the accelerated traveling state in modes 3 to 5.

Modes 9 and 10 are down-running states in which the electric bicycle 1000 is running downhill with the motor 31 and the crank 14 not synchronized. Therefore, the assist amount of the motor 31 is not limited to the speed, and the motor is in a free state. In mode 10, the motor 31 and the crank 14 are in an accelerated state in synchronization with each other, and are traveling on a downhill. Even in this case, the assist amount of the motor 31 is not limited to the speed, and the motor is in a free state.

In modes 11 and 12, the electric bicycle 1000 climbs uphill with the motor 31 and the crank 14 synchronized.
Is running. Therefore, a coefficient based on the slope angle is added to the assist amount of the motor 31 according to the speed, and a predetermined assist amount of the motor 31 is applied to the rear wheels.

In the mode 12, the crank 31 is
Is a state in which the vehicle is climbing a steep uphill slope in a synchronized state.
The coefficient depending on the angle of the slope is further increased. However, the assist amount is limited by the characteristics of the motor.

[0155] In the case of an uphill, even if the crank is not synchronized with the motor temporarily, the assist of an amount that does not stop the motor 31 (wheel) is continued.

In modes 0 to 12 in FIG. 44, during acceleration in modes 3 to 5, the crank rotation sensor 120 shown in FIG. 43D detects the speed of the crank when the operator steps on the pedal to accelerate. ing. Mode 6 ~
Also at 12, the crank speed is detected. FIG.
(E) Speed sensor 110 detects the speed of electric bicycle 1000 in modes 3 to 12. FIG. 43 (F)
The inclination sensor 90 detects the inclination angle of the electric bicycle 1000 on the downhill and the uphill in modes 9 to 12. The assist amount shown in FIG.
Modes 7 and 8 and modes 11 and 12 are provided.

The coil cut relay unit 20 shown in FIG.
0 indicates that the motor 31 is turned on or off corresponding to each mode.

Next, an example of an operation pattern of the electric bicycle 1000 shown in FIG. 45 will be described. FIG. 45A shows an example of a traveling pattern of the electric bicycle 1000, and specifically shows a flat road surface T1, an uphill road surface T2, a flat road surface T3, a down road surface T4, and a flat road surface T5.

FIG. 45B shows an inclination signal INS of the inclination sensor 90, and FIG.
0 shows the crank rotation signal CRS, and FIG. 45D shows the speed signal VS of the speed sensor 110. FIG.
(E) is a speed signal VS obtained from the speed sensor 110,
FIG. 45 shows an acceleration signal AS obtained by differentiating.
(F) and (G) show the rear brake and front brake sensor 13.
0,140 ON / OFF signals are shown.

FIG. 45H shows an on / off signal of the coil cut relay section (drive side relay) 200 in FIG.
FIG. 45 (I) shows an on / off signal of the charging circuit relay unit 250 of FIG.

In FIG. 45, the section from the initial position of the flat road surface T1 to the middle of the flat road surface T3 is indicated by a section TL1, and the section from the middle of the flat road surface T3 to the middle of the descending road surface T4 is a section TL1.
2 and the electric bicycle 1000
Is indicated by a section TL3 up to the position where the stop of the.

In the running pattern of the electric bicycle 1000 as shown in FIG. 45, each part operates as follows.

The flat road surface T1 in the section TL1 in FIG.
When the electric bicycle 1000 is traveling, the coil cut relay unit 200 is turned on, and the motor 31 in FIG. The output of the inclination sensor 90 is 0 because it is a flat road surface T1, and the crank rotation signal CRS is output because the operator is applying a pedaling force to the pedal of the electric bicycle 1000. The speed signal VS of the speed sensor 110 and the acceleration signal AS based on the speed signal VS are provided to the central processing unit 101 in FIG. 2 according to the running state.

When the electric bicycle 1000 approaches the uphill road surface T2 from the flat road surface T1, the pedaling force of the operator increases, the tilt sensor 90 outputs the tilt signal INS indicating that the vehicle is climbing, and the speed signal VS of the speed sensor 110. Is slightly reduced and the acceleration signal AS fluctuates.

When the electric bicycle 1000 moves from the uphill road surface T2 to the flat road surface T3, the pedaling force of the operator decreases. Next, when the operator increases the pedaling force, the electric bicycle 1000 accelerates, and the speed signal VS of the speed sensor 110 increases.
Then, when the operator applies a large force to the pedal from the middle of the flat road surface T3, the speed of the electric bicycle becomes 24 km / hour.
h, the coil cut relay unit 200 of the motor 31 is turned off at time t1 at the end of the section TL1. That is, the period t2 from the section TL1 to the section TL2
During the period, since the coil cut relay unit 200 is off, the motor 31 does not assist the driving force to the rear wheel 17.

When the electric bicycle 1000 approaches the down road surface T4 in FIG. 45 (A), the inclination sensor 90 outputs the down inclination signal INS, and the operator stops applying the pedaling force to the pedal. Therefore, the signal CRS of the crank rotation sensor 120 becomes 0 at time t3.
When the electric bicycle 1000 comes down to the middle of the road surface T4,
The operator applies the rear wheel brake at time t4. As a result, the value of the speed signal VS of the speed sensor 110 gradually decreases, and the acceleration signal AS indicates minus. At this time point t4, the charging circuit relay section 250 of FIG. 45 (I) is turned on by a command from the central processing unit 101. That is, at time t4, the charging circuit relay unit 250 is turned on while the coil cut relay unit 200 in FIG.
The motor 31 functions not as a motor but as a generator, and the motor 31 starts charging the battery 40 in FIG.

At the time t5 when the electric bicycle 1000 finishes descending the down road T4 and approaches the flat road T5 again,
The tilt signal INS of the tilt sensor 90 becomes 0, and the value of the speed signal VS of the speed sensor 110 further decreases. At a time point t6 on the flat road surface T5, the operator moves to FIG.
As shown in (G), apply both front and rear wheel brakes. This stops the electric bicycle at time t7.

As described above, in the section TL1, the driving force of the motor 31 needs to be assisted, so that the coil cut relay unit 200 is turned on, and the motor 31 assists the rear wheel 17 in FIG. Then, when reaching the section TL2, the assist to the rear wheel 17 of the motor 31 becomes unnecessary, so that the coil cut relay unit 200 is turned off, so that the regenerative current of the motor 31 does not flow.
It does not prevent 0 from running with inertia. Since the electric bicycle 1000 travels under its own weight because it is a downhill in the section TL3, the motor 31 can function as a generator, and the battery 40 is charged.

However, the assisting of the rear wheel 17 by turning on the motor 31 in the section TL1 is performed by the electric bicycle 100.
0 is a set speed or less (for example, 24 km / h or less). It is necessary that the brakes of the front and rear wheels are off, and that the signal CRS of the crank rotation sensor 120 is output and that the vehicle be on an uphill or a flat road surface.

In the section TL3, when the rear brake is turned on while the coil cut relay unit 200 is off,
The rear brake sensor 140 turns on and the rear brake signal BB
S is received by the central processing unit 101, whereby the central processing unit 101 issues a charge control signal PSS, turns on the charging circuit relay unit 250, and the motor 31 operates as a generator to generate regenerative braking and charging. Operations can be performed.

The amount of regenerative braking in the section TL3 can be controlled by the regenerative current of the motor 31 acting as a generator. For example, the potentiometer 130a of FIG.
Alternatively, the angle of the front brake lever 12 shown in FIG.
The regenerative current value can also be controlled by setting the angle according to a or the angle of the rear brake lever 12b.

Alternatively, a front brake sensor or a rear brake sensor 13 such as a micro switch as shown in FIG.
When 0,140 is turned on, the brake amount is detected from the deceleration state (negative acceleration information) and, for example, 1 /
By applying the second braking force to the motor 31 employed as a generator, the assisting force of the electric bicycle brake can be smoothly provided.

It is also possible to control the motor 31 acting as a generator so that when the brake is applied to such an extent that the vehicle does not decelerate on a downhill, the braking amount maintains the current speed. At this time, the control means 100 can recognize whether the brake has been applied to such an extent that the vehicle does not decelerate, based on an inclination sensor, a brake sensor, acceleration information or the like.

When the motor 31 is not used for assisting, the coil cut relay unit 200 shown in FIG. 15 is turned off, so that a running load can be prevented when the motor 31 does not work as auxiliary power.

The regenerative current of the motor 31 acting as a generator varies not only with the voltage on the power generation side depending on the speed but also with the remaining amount of the battery 40. Therefore, in order to obtain a stable braking force, the necessary amount of the regenerative current is supplied to the battery 40 based on the remaining amount information from the CPU incorporated in the battery 40, and the remaining regenerative current is consumed or used for other purposes. You may make it.

The rear brake is used for smooth deceleration of the electric bicycle, and the front brake is used for stopping the electric bicycle. As a result, a braking force in the strong reverse torque mode is quickly generated on the rear wheels or the front and rear wheels, and stable running stop can be realized.

In the embodiment of the present invention, the control means 100 as the traveling information grasping means performs traveling based on the speed information (speed signal VS) obtained from the speed sensor 110 of the motor 31 of the rear wheel 17 as the rotating means. The state is grasped. In this case, since the speed sensor 110 is not in contact with the rotor RT of the motor 31 of the rear wheel 17, which is a rotating part, no mechanical loss is applied to the rotor RT of the motor to obtain speed information. .

The power assisting means provides speed change information (acceleration signal A which is acceleration information) to be given by the operator, which is obtained from the control means 100 which is the traveling information grasping means.
S), that is, the intention of the operator is estimated and the appropriate power is assisted. From this, the operator can use the conventional mechanical torque sensor to determine that the
In the present invention, unlike the case where the motor is assisted by 1/2 of the treading force calculated by the motor, the present invention allows the operator (rider) to make a real-time decision without giving a mechanical loss to the rotating part of the electric bicycle. Power assist (power assist) by the faithful motor 31 can be realized.

As shown in FIGS. 16 and 17, a direct motor directly connected to the rear wheel 17 is used.
That is, the rotor stator ST of the motor 31 is directly provided integrally with the shaft (corresponding to an axle) 51 of the electric bicycle 1000. Therefore, in a conventional electric bicycle, the power of the motor is transmitted to the rear wheels through a gear box, which causes power transmission loss due to gears and has a problem of being large and heavy. The motor 31 according to the embodiment of the invention eliminates all these points.

The rotor RT of the motor 31 is located outside the stator ST, and the motor 31 is an outer rotor type motor. By using this outer rotor type motor, the rotor RT can be directly connected to the spokes 17p of the rear wheel 17, so that the structure is simple and the weight can be reduced.

In addition, when power is supplied to the drive coil of the stator of the motor, the rotor rotates relative to the stator to move the moving device. At this time, even if the drive coil of the stator generates heat, the heat is dissipated by the heat radiating means. A certain stator holder 6
3 and the radiator 64 can be radiated to the outside. This can prevent a failure or malfunction of the electric motor. Even if the motor generates heat when functioning as a generator, the stator holder 63 and the radiator 64 can also radiate heat to the outside.

In particular, if fins are provided, the heat radiation efficiency can be further improved. The heat dissipating means can be easily mounted by press fitting on the stator side. If the fins are parallel to the moving direction of the moving device, the fins can be efficiently cooled during the movement. Since a power supply line for supplying power to the drive coil of the stator can be supplied to the drive coil from the outside through the radiator 64 on the stator side, it is easy to route the power supply line.

The rotating portion in the present invention is a concept that includes at least one of a rear wheel and a front wheel or includes a crank. In addition, when the present invention is applied to a wheelchair, a transport vehicle, and the like in addition to a bicycle, the rotating portion is a concept including auxiliary wheels and the like.

In the embodiment of the present invention, a high-voltage and easy-to-use lithium-ion secondary battery is used as the battery, but other types of batteries such as a Ni-MH (nickel-metal halide) battery may be used. Of course it doesn't matter.

In the case where a lithium ion secondary battery is used, the following modifications are also conceivable. For example, in FIG. 33, the current detector 706, the voltage detector 707, or the remaining distance display unit 709 uses a moving coil type pointer-type voltmeter to roughly indicate the detected value on a scale display plate with a pointer. Then, the operator may be able to visually confirm the current value or voltage value and the remaining distance display.

The moving device of the present invention can be applied not only to electric bicycles but also to other types of moving devices such as electric wheelchairs, electric freight carriers and electric play equipment.

In the embodiment of the present invention, the motor is arranged corresponding to the rear wheel axle. However, the present invention is not limited to this. Of course, the motor may be arranged directly on the crankshaft or directly on the front wheel. .

[0188]

As described above, according to the present invention,
When power assistance by the motor is not required, charging can be performed to extend the traveling distance.

In the above embodiment, a three-phase brushless motor is applied as a motor used in the moving device of the present invention. However, the present invention is not limited to this, and is not limited to a single-phase motor, a two-phase motor, or a DC motor. An electric motor may be applied.

[Brief description of the drawings]

FIG. 1 is a side view showing an electric bicycle which is a preferred embodiment of a moving device according to the present invention.

FIG. 2 is a view showing a traveling information grasping means (control means) and a motor of the electric bicycle of FIG. 1;

FIG. 3 is a diagram showing various sensors and running information grasping means of FIG. 2;

FIG. 4 is a diagram showing a central processing unit, a main board, and a motor board in the circuit of FIG. 2;

FIG. 5 is a plan view of the electric bicycle.

FIG. 6 is a diagram showing a brake portion of the electric bicycle.

FIG. 7 is a view showing another example of the brake portion of the electric bicycle.

FIG. 8 is a front view showing an example of a tilt sensor.

FIG. 9 is a sectional view of an inclination sensor.

FIG. 10 is a diagram showing a pendulum of the tilt sensor.

FIG. 11 is a diagram illustrating characteristics of an inclination sensor.

FIG. 12 is a plan view showing a crank and a crank rotation sensor of the electric bicycle of FIG. 1;

FIG. 13 is a side view showing the crank and the crank rotation sensor of FIG. 12;

FIG. 14 is a diagram showing the principle of the crank rotation sensor of FIG.

FIG. 15 is a diagram showing a drive type of a motor in which the circuit diagram of FIG. 2 is shown in another form.

FIG. 16 is a sectional view showing an example of an outer rotor type direct motor provided on a rear wheel.

FIG. 17 is a side view of the motor shown in FIG. 16;

FIG. 18 is a sectional view showing a part of a stator of the motor and a rotor of the motor.

FIG. 19 is a side view showing the stator of the motor.

FIG. 20 is a sectional view showing a part of a motor board and the like of the motor provided in the motor.

FIG. 21 is a front view showing a motor board.

FIG. 22 is a front view showing a reflector disposed to face the motor board.

FIG. 23 is a diagram showing an output example of a motor speed sensor.

FIG. 24 is a diagram showing an example of an output of a speed sensor of a motor and an example of switching timing of the motor.

FIG. 25 is a diagram showing an example of a PWM signal waveform when the motor is driven by PWM.

FIG. 26 is a perspective view showing a motor.

FIG. 27 is an exploded perspective view of a motor.

FIG. 28 is an enlarged view showing a portion Z of the rotor of the motor of FIG. 19;

FIG. 29 is a diagram showing a circuit near a motor.

FIG. 30 is a diagram showing an operation example of a coil cut relay unit and a charging circuit relay unit of the motor.

FIG. 31 is a diagram showing an example of discharge characteristics of a lithium ion battery and other types of batteries.

FIG 32 illustrates an operation principle of a lithium ion battery.

FIG. 33 is a circuit diagram showing an example of a display device for a remaining running distance of a lithium ion battery.

FIG. 34 is a view showing an example of a remaining distance display section of FIG. 33;

FIG. 35 is a diagram showing another embodiment of the remaining distance display unit.

FIG. 36 is a view showing a main routine of the electric bicycle.

FIG. 37 is a diagram showing a drive pattern setting subroutine of FIG. 36.

FIG. 38 is a view showing a motor subroutine of FIG. 36.

FIG. 39 is a view showing a crank subroutine of FIG. 36.

FIG. 40 is a view showing a high temperature processing subroutine of FIG. 36.

FIG. 41 is a diagram showing a driver error subroutine of FIG. 36.

FIG. 42 is a view showing an assist subroutine of FIG. 36;

FIG. 43 is a view showing an example of the timing of assist by the motor.

FIG. 44 is a view for explaining the timing of assistance in FIG. 43.

FIG. 45 is a view showing an example of a running pattern of the electric bicycle.

FIG. 46 is a diagram showing an example of a conventional electric bicycle.

[Explanation of symbols]

11 ... frame, 14 ... crank (rotating part),
16 front wheel (rotating part), 17 rear wheel (rotating part), 21 mounting plate, 30 power assisting means, 31 motor (power assisting means), 32.・ Motor board, 40 ・ ・ ・ Battery, 90 ・ ・ ・ Inclination sensor, 100 ・ ・ ・ Control means (running information grasping means), 10
DESCRIPTION OF SYMBOLS 1 ... Central processing unit (CPU), 110 ... Speed sensor, 120 ... Crank rotation sensor, 130
..Front brake sensor, 140 ... rear brake sensor, 150 ... current sensor, 160 ... temperature sensor, 180 ... assist button, 200 ... coil cut relay unit (first switching unit) , 250... Charging circuit relay section (second switching section), 3000.
Function switching control means, CS: motor rotation angle signal, VS: speed signal, AS: acceleration information signal (speed change signal), C1 to C3: motor coil,
CRS: crank rotation signal, INS: inclination signal

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Ichiro Katagiri 6-7-35 Kita Shinagawa, Shinagawa-ku, Tokyo Inside Sony Corporation (72) Inventor Naomasa Sato 6-7-35 Kita-Shinagawa, Shinagawa-ku, Tokyo Inside Sony Corporation (72) Inventor Tetsuo Endo 6-7-35 Kita-Shinagawa, Shinagawa-ku, Tokyo Sony Corporation Inside (72) Inventor Hiroyuki Ito 2-17-22 Akasaka, Minato-ku, Tokyo Augas Corporation Inside

Claims (2)

[Claims] 1. A moving device adapted to assist a part of a moving force when moving by an operation of an operator, comprising: If the condition of the road on which the moving device moves and the motor on which the moving device moves need to assist a part of the moving force of the moving device, the motor Function switching control means for assisting, and when the condition of the road surface on which the moving device moves does not require partial assistance of the force for moving the moving device, causing the motor to function as a generator. A mobile device characterized by the above-mentioned. 2. The case where the condition of the road surface needs to assist a part of the moving force of the moving device is an ascending slope, and the condition of the road surface is a part of the moving force of the moving device. The mobile device according to claim 1, wherein the case where the assistance of the vehicle is unnecessary is a part of a flat road surface or a downhill.