JPH1059264A - Vehicle with auxiliary electric motor and its leg-power detecting value correcting method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle with auxiliary motive power which can correct the unevenness of the characteristic of a human power sensor itself, and the output signal level resulting from an error of installing position, can control the auxiliary force correctly, and can correct an output signal level owing to a secular change and a slippage of installing position. SOLUTION: A human power detecting sensor 19 ; a microcomputer 70 and a nonvolatile memory 73 provided in a controller 69 to carry out the control; and a correcting value memorizing switch 72; are provided, the detecting value of the human power detecting sensor 19 in the condition that the human power in the setting ON time of the correction value memorizing switch 72 by the control of the microcomputer 70 is zero is made as an offset value so as to be memorized to the memory 73, and by subtracting the offset value read from the memory 73, from the detecting value of the human power detecting sensor 19 in the setting OFF time of the switch 72, the detecting value of the human power detecting sensor 19 is corrected.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle with an auxiliary electric motor and a method for correcting a detected tread force. For more information,
The present invention relates to a method for correcting a detected manual power value in order to maintain a ratio between a human driving force and an auxiliary driving force of a vehicle with an auxiliary driving device, and a vehicle with an auxiliary electric motor controlled by this method.

[0002]

2. Description of the Related Art A driving torque by human power is detected by, for example, a pedaling force, and a current is controlled in accordance with the magnitude of the pedaling force.
Bicycles with an electric motor that add the driving force of an electric motor to human power, or a bicycle that detects the resultant force of a human power and an electric motor and controls the driving force of the electric motor by this resultant force have already been proposed and marketed. I have.

However, in general, in an electric motor, it is inevitable that performance characteristics vary. For this reason, even if the current value is determined so that the driving force of the electric motor matches the target value calculated from the pedaling force or the resultant force, the target motor driving force cannot be reduced as long as this current / driving force characteristic changes for each motor. Is difficult to obtain accurately. There has already been proposed a vehicle with an electric motor for constantly generating a correct motor driving force even if such an electric motor has characteristic variations and aging (Japanese Patent Laid-Open No. 7-8166).
No. 0).

FIG. 7 shows a power system diagram of the vehicle with the electric motor. As shown in the figure, the power transmitted from the human-powered crankshaft 32 is transmitted through the one-way clutch 44 to the drive shaft 3.
From 0, the speed is reduced by the speed change mechanism 42 through the next one-way clutch 40, and transmitted to the rear wheels 14, which are drive wheels. On the other hand, the motor 22 is rotated by the electric current sent from the electric power circuit 68c built in the controller 68, and the motive power rotates the drive shaft 30 via the one-way clutch 46 and the speed reduction mechanism 48, and the driving torque is manually To work with.

[0005] The speed detector 56 detects the vehicle speed from the rotation of the drive shaft 30, and the torque detection sensor 50 between the drive shaft 30 and the one-way clutch 40 detects the human power or the resultant force. Of the auxiliary force calculation control circuit 68b.
8b, the auxiliary force calculation / correction is performed, and the power circuit 68
c. A chopper system (PW) sent from the auxiliary force calculation control circuit 68b of the controller 68 to the motor 22
FIG. 8 shows a control output waveform of M).

This output control waveform is, as shown in FIG.
The pause period t ₁ and the application period t ₂ are alternately and periodically provided, and the input driving force is applied during the suspension period t ₁ of the auxiliary force, and the input power is applied to the torque detection sensor 50 during the application period t _2. The resultant force of the driving force and the assisting force is detected, respectively, and the signal is transmitted to the assisting force calculation control circuit 68b in the controller 68. Here, the signal is obtained by subtracting the manual driving force from the resultant force detected by the torque detection sensor 50. The actual value of the assisting force is detected and compared with the target value of the assisting force corresponding to the manual driving force stored in the memory 68a to correct the target value stored in the memory 69a.

The cycle of the control output waveform in which the pause period and the application period are alternately and periodically provided is much shorter than the rotation period of the crank due to manual power, and the change in the driving torque is such that it is difficult to perceive the pedaling force. .

[0008]

In the prior art, there is a means for compensating for the variation of the performance and characteristics of the electric motor and the aging of the performance and characteristics of the electric motor. There is no means for correcting variations in output signal levels caused by variations in characteristics, aging, and mounting errors. If there is a pedaling force detection error in this manner, a large assisting force may be generated even if the pedaling force is small, or conversely, even if the pedaling force increases, a situation may occur in which the auxiliary motor does not help the human power at all.

[0009]

In order to solve the above-mentioned problems, the present invention provides a human-powered drive system and an electric motor drive system in parallel so that the output of the drive system by the electric motor is substantially proportional to the human-powered drive force. In a vehicle with an auxiliary electric motor to be controlled, a human-power detection sensor provided in the human-powered drive system, a microcomputer and a nonvolatile memory provided in a controller that performs control, and a correction value storage provided in a frame of the vehicle with an electric motor. A switch for storing the detected value of the human power detection sensor in a state where the human power is zero when the setting of the correction value storage switch is ON as an offset value by the control of the microcomputer as the offset value; By subtracting the offset value read from the memory as a correction value from the detection value of the human power detection sensor, Correcting the detected value of the force detecting sensor,
A method for solving the problem is provided by a method for correcting a pedaling force detection value of a vehicle with an auxiliary electric motor, wherein an auxiliary force corresponding to the corrected human power is output by the motor.

In the vehicle with an auxiliary electric motor, a human power detection sensor provided in the human power drive system, a microcomputer and a non-volatile memory provided in a controller for controlling, and a frame provided in the vehicle with the electric motor are provided. And a correction value storage switch.
A vehicle with an auxiliary electric motor is characterized in that the detection value of the human power sensor is corrected and the auxiliary force of the motor is controlled.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The construction and operation of the embodiment of the present invention will be described. 1 is a side view of the bicycle with an auxiliary power according to the embodiment, FIG. 2 is a bottom view of the bicycle shown in FIG. 1, FIG. 3 is a power system diagram of the bicycle shown in FIG. 1, and FIG. It is a block diagram of the motor control part in FIG.

As shown in FIG.
The motor-directed transmission mechanism 33 is attached to the frame 18 at the position where the crank hub is attached. The motor direct-coupled transmission mechanism 33 is provided with a crank 15 for transmitting human power (pedal force) to a drive shaft, and a sprocket wheel 4 which is rotated by human power or motor driving power.

A driven sprocket wheel 2 is mounted on a shaft of a rear wheel 17 of the bicycle 16 via a one-way clutch. The driven sprocket wheel 2 and the sprocket wheel 4 are linked. Further, a chargeable battery 77 is mounted on the frame 18.

As shown in FIG. 3, the human power transmitted from the crank 15 is reduced by the transmission mechanism 33 from the drive shaft 39 via the one-way clutch 55 via the next one-way clutch 57 and transmitted to the rear wheels which are the drive wheels. Is done. On the other hand, the motor 31 is rotated by a current sent from a power circuit 71 built in the controller 69, and the power is supplied to the one-way clutch 59,
The drive shaft 39 is rotated via the speed reduction mechanism 41, where the drive shaft 39 is combined with the drive torque by human power.

The speed detector 67 detects the vehicle speed based on the rotation of the drive shaft 39.
9 to detect human power, and those signals are sent to the controller 69.
Is sent to a microcomputer 70 in which the assisting force calculation / correction is performed.
Sent to power circuit 71. As shown in FIG. 4, the controller 69 includes a control circuit 79, a power circuit 71 for driving the motor 31, and a current sensor 78 for detecting a motor current.
And a control circuit power supply circuit 76. The primary side of the power supply circuit 76 is a battery 77 outside (or inside) the controller.

The control circuit 79 includes a microcomputer 70 containing a control program, an AD converter 74 controlled by the microcomputer 70, a speed sensor input circuit 75, and a nonvolatile memory 73. The inside of the control circuit 79 is entirely digitally controlled.
The microcomputer 70 outputs a power command value to a power circuit 71 that drives the motor 31. The power command value is output as a digital PWM waveform, converted into an applied voltage in the power circuit 71, and output to the motor 31. The motor output torque (auxiliary force) is proportional to the current command value (motor current).

A correction value storage switch 72 is connected to the microcomputer 70. The ON / OFF state of the correction value storage switch 72 is read by the microcomputer 70. When the correction value storage switch 72 is turned on, the offset value of the human sensor detection value is stored as described later. The correction value storage switch 72 is attached to a position where the switch can be operated after the electric motor-equipped bicycle 16 is assembled (after the human-power sensor is assembled).

The correction of the detection value of the human sensor by the controller 69 is performed as follows in accordance with the flowchart shown in FIG. First, the correction value storage switch 72 is turned on.
The / OFF state is read by the microcomputer 70 (step S1). Here, the correction value storage switch 72 is turned off when the crank 15 is turned by human power, that is, when the human power is not zero.

Next, when the correction value storage switch 72 is ON, the detection signal of the human power sensor 19 is AD-converted (step S2), and the AD conversion value is converted to the ideal value of the human-power sensor detection value signal when the human power is zero. The program of the microcomputer 70 controls to store the offset value (e ₁ or e _{2 in} FIG. 6) from the nonvolatile memory 73 as an offset value from S ₀ (step S 3). Here, the ideal value S ₀ of the human-power sensor detection value signal is a human-power sensor detection ideal value proportional to human power.

Subsequently, when the switch 72 is turned off, the detection signal of the human power sensor 19 (S ₁ or S _{2 in} FIG. 6)
Is an AD controlled by the microcomputer 70
It is converted into a digital value by the converter 74 and the control circuit 7
9 (step S4).

Further, the offset value (e ₁ or e _{2 in} FIG. 6) is read from the nonvolatile memory 73 (step S5),
By subtracting as a correction value from the AD conversion value of the detection signal of the human power sensor 19 (step S6), the offset of the detection value of the human power detection sensor 19 is canceled to approach the ideal value of the human power sensor detection.

Thereafter, the microcomputer 70 outputs a corrected motor current command to the power circuit 71 so that the motor 31 generates an auxiliary force proportional to human power (step S7) (step S8). The assisting power is
It is gradually reduced according to the vehicle speed obtained from the detection signal of the speed sensor 67.

[0023]

As described above in detail with reference to the embodiments, according to the present invention, after assembling the human sensor, the offset value of the human sensor is corrected to thereby obtain the characteristic of the human sensor itself. And the output signal level caused by the mounting position error can be corrected, so that the assisting force can be correctly controlled. Even after shipment, the offset value can be corrected by operating the correction value storage switch at any time, so that changes in the output signal level due to aging of the human power sensor and displacement of the mounting position can be corrected, and the same auxiliary driving force performance as in a new vehicle is maintained Is possible.

[Brief description of the drawings]

FIG. 1 is a side view of an auxiliary powered bicycle according to one embodiment of the present invention.

FIG. 2 is a bottom view of the bicycle shown in FIG.

FIG. 3 is a power system diagram of the bicycle shown in FIG. 1;

FIG. 4 is a block diagram showing a motor control unit in the power system diagram shown in FIG. 3;

FIG. 5 is a flowchart of a signal correction operation of the human-power sensor in FIGS. 2 and 3;

FIG. 6 is a graph showing a mechanical signal error of the human force sensor.

FIG. 7 is a power system diagram of a conventional bicycle with auxiliary power.

FIG. 8 is a waveform diagram of a motor applied voltage of the bicycle with auxiliary power shown in FIG. 7;

[Explanation of symbols]

 15 Crank 16 Bicycle with auxiliary power 19 Torque detection sensor 31 Motor 69 Controller 70 Microcomputer 72 Correction value storage switch 73 Non-volatile memory

Claims (2)

[Claims] 1. A vehicle with an auxiliary electric motor, wherein a human-powered drive system and an electric motor drive system are provided in parallel, and a drive system output by the electric motor is controlled so as to be substantially proportional to the human-powered drive force. A human power detection sensor, a microcomputer and a non-volatile memory provided in a controller that performs control, and a correction value storage switch provided in a frame of the vehicle with the electric motor, wherein the correction value is controlled by the microcomputer. When the setting of the storage switch is ON, the detection value of the human power detection sensor when the human power is zero is stored in the memory as an offset value, and when the setting of the switch is OFF, the offset value read from the memory is corrected from the detection value of the human power detection sensor. By subtracting as a value, the detection value of the human power detection sensor is corrected, and the corrected human power is calculated. A method for correcting a pedal force detection value of a vehicle with an auxiliary electric motor, wherein a corresponding auxiliary force is output by the motor. 2. A vehicle with an auxiliary electric motor, wherein a human-powered driving system and an electric motor driving system are provided in parallel, and the output of the driving system by the electric motor is controlled so as to be substantially proportional to the human-powered driving force. And a correction value storage switch provided on a frame of the electric motor-equipped vehicle. The method according to claim 1, further comprising: A vehicle with an auxiliary electric motor, wherein the detection value of the human power sensor is corrected to control the auxiliary force of the motor.