JP4229718B2 - Auxiliary force control device for electric auxiliary vehicle - Google Patents

Auxiliary force control device for electric auxiliary vehicle Download PDF

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JP4229718B2
JP4229718B2 JP2003036552A JP2003036552A JP4229718B2 JP 4229718 B2 JP4229718 B2 JP 4229718B2 JP 2003036552 A JP2003036552 A JP 2003036552A JP 2003036552 A JP2003036552 A JP 2003036552A JP 4229718 B2 JP4229718 B2 JP 4229718B2
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auxiliary
force
speed
pedal
vehicle
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JP2004243920A (en
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彰一郎 宮田
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Yamaha Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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Description

【０００１】
【発明の属する技術分野】
本発明は、人力駆動系と補助力駆動系とを備えた電動補助車両に関し、詳細には人力駆動系が変速機構を備えている場合の踏力に対する補助率の設定方法の改善に関する。
【０００２】
【従来の技術】
従来から、運転者がペダルに加えた踏力を駆動輪に供給する人力駆動系と、上記踏力に応じた補助力を電動モータに発生させ、該補助力を駆動輪に供給する補助力駆動系とを備えた電動補助車両が実用化されている。そしてこの種の電動補助車両において、上記人力駆動系の途中に変速機構を設けたものがある（例えば特許文献１参照）。
【０００３】
【特許文献１】
特開２０００−１０５１５５号公報
【０００４】
【発明が解決すようとする課題】
ところが上記従来の変速機構付きの電動補助車両では、特に低速段での走行時に、補助力あるいは補助率が不足していると運転者が感じる場合がある。これは以下の理由によるものと考えられる。
【０００５】
この種の電動補助車両では、車速が規定値（例えば１５Ｋｍ／ｈ）以下の範囲では、運転者がペダルを漕ぐことによる踏力（より正確には、人による動力＝踏力（トルク）×回転速度）に対して補助率１．０の補助力（より正確には、モータ補助動力＝モータトルク×回転速度）を電動モータから供給するのが一般的である。
【０００６】
しかしながら、上記従来の変速機構付き電動補助車両では、何れの変速段であっても、単純にその時のペダル踏力（トルク）に一定の補助率を乗じた補助力を電動モータから出力するように構成されている。
【０００７】
一方、変速機構付き車両の場合、同じ走行抵抗であれば必要なペダル踏力（トルク）は低速段ほど小さくなる。従って低速段ではペダル踏力が小さくなるに従って補助力も小さくなり、結局必要なモータ補助力が得られない。換言すれば、変速機構付き電動補助車両では、例えば高速段において補助率を１．０に設定した場合、低速段では補助率が１．０より小さくなってしまう。
【０００８】
本発明は、上記従来の問題点に鑑みてなされたものであり、人力駆動系が変速機構を備えている場合に、変速段の如何に関わらず十分な補助力が得られる電動補助車両の補助力制御装置を提供することを課題としている。
【０００９】
【課題を解決するための手段】
請求項１の発明は、ペダルに加えられた踏力を所定の変速比を介して駆動輪に供給する人力駆動系と、上記踏力に応じた大きさの補助電流を電動モータに供給することにより上記踏力に応じた大きさの補助力を上記電動モータから駆動輪に供給する補助力駆動系とを備えた電動補助車両の補助力制御装置において、
上記踏力に応じた大きさの補助電流を、モータ軸の回転速度から求めた補助力系車速Ｖｐに対するペダル軸の回転速度から求めた人力系車速Ｖｍの車速比ε（＝Ｖｍ／Ｖｐ）が大きいほど大きくなるように補正する補助力補正手段を備えた
ことを特徴としている。
【００１０】
請求項２の発明は、請求項１において、上記ペダル軸の回転速度を、上記ペダルの踏力を検出する踏力センサからの電圧波形の周期から求めることを特徴としている。
【００１１】
請求項３の発明は、請求項１おいて、上記モータ軸の回転速度を、上記電動モータへの印加電圧，電流及びモータ捲線抵抗から求めることを特徴としている。
【００１２】
ここで人力系車速をペダル軸の回転速度から求める場合、及び補助力系車速をモータ軸の回転速度から求める場合には、ペダル軸，モータ軸に回転速度を求める回転センサを装着することとなる。一方、人力系車速をペダル踏力の周期により求める場合及び補助力系車速をモータ印加電圧，電流により求める場合には車速検出センサ自体は不要になる。
【００１４】
【発明の作用効果】
請求項１の発明によれば、踏力に応じた補助力を現時点での車速比に基づいて補正した補正補助力を駆動輪に供給することとし、例えば変速機構が低速段である場合には高速段である場合よりも補助率を大きくするようにしたので、実際の踏力（トルク）に応じた補助力よりも大きな補正補助力（トルク）とすることができ、変速段の如何によって補助力あるいは補助率が不足していると感じるといった問題を回避できる。
【００１５】
より詳細に述べれば以下の通りである。変速機構付き電動補助車両の場合、同じ走行速度，走行抵抗であれば、低速段ほど必要な踏力は小さくなるが回転速度が速くなるので、踏力により人が出す動力（踏力（トルク）×回転速度）は高速段の場合と等しい。従来車両では、この小さくなっている踏力に応じた補助力をそのまま出力するようにしたので、補助力が不足していると運転者は感じたのである。一方、本発明では、車速比ひいては変速比を考慮することにより上記高い回転速度に対応するように補助力を補正したので、上記補助力の不足を回避できる。
【００１６】
本発明によれば、補助力系車速Ｖｐに対する人力系車速Ｖｍの車速比ε（＝Ｖｍ／Ｖｐ）が大きいほど電動モータに供給する補助電流を上記踏力に応じた補助電流より大きくなるように補正するようにしたので、踏力に応じた補助力を低速段の場合ほど大きい値に補正することとなり、特に低速段で補助力が不足するといった問題を回避できる。
【００１７】
また人力駆動系から求めた人力系車速と上記補助力駆動系から求めた補助力系車速との車速比、即ち現時点での変速比を求めるようにしたので、現時点での変速段を直接検出するセンサを設ける必要がなく、低コストで補助力不足の問題を回避できる。なお、この種の電動補助車両は補助力制御の必要上従来から人力系車速及び補助力系車速を検出するようにしているので、この検出データを利用することができ、車速検出センサを新たに追加する必要はない。
【００１８】
請求項２，３の発明によれば、ペダル軸の回転速度を踏力センサからの電圧波形の周期により求め、またモータ軸の回転速度を電動モータへの印加電圧，電流により求めるようにしたので、人力系車速，補助力系車速を簡単な構造により容易に求めることができる。
【００２０】
【発明の実施の形態】
以下、本発明の実施の形態を添付図面に基づいて説明する。
図１〜図３は本発明の一実施形態を説明するための図であり、図１は本実施形態による補助力制御装置を搭載した電動補助自転車の側面図、図２は補助力制御装置のブロック図、図３は制御動作を説明するためのフローチャートである。
【００２１】
図１において、１は電動補助車両としての電動補助自転車であり、これの車体フレーム２はヘッドパイプ３と、該ヘッドパイプ３から車体後方斜め下方に延びるダウンチューブ４と、該ダウンチューブ４の後端から上方に起立して延びるシートチューブ５と、該シートチューブ５の下端付近から後方に略水平に延びる左，右一対のチェーンステー６と、該両チェーンステー６の後端部と上記シートチューブ５の上部とを結合する左，右一対のシートステー７とを備えている。
【００２２】
上記ヘッドパイプ３にはフロントフォーク８が左右に回動可能に軸支されている。このフロントフォーク８の下端には前輪９が軸支されており、上端には操向ハンドル１０が固着されている。また上記シートチューブ５の上端にはサドル１１が装着されている。さらに上記チェーンステー６の後端には後輪１２が軸支されている。
【００２３】
本実施形態の電動補助自転車１は、運転者によりペダル１５ｂに加えられた踏力を所定の変速比を介して後輪（駆動輪）１２に供給する人力駆動系１３と、上記踏力に応じた電動モータ１８からの補助力を後輪１２に供給する補助力駆動系１４とを備えている。
【００２４】
上記人力駆動系１３は以下の構成となっている。上記車体フレーム２の中央下端部に車幅方向に向けて配置されたペダル軸１５の両端にクランクアーム１５ａが固着され、該クランクアーム１５ａの先端にペダル１５ｂが軸支されている。
【００２５】
また上記ペダル軸１５の右側クランクアーム１５ａの内側に装着された大径の駆動スプロケット１５ｃと後輪１２の後輪ハブ１６内の入力軸に装着された小径の従動スプロケット１６ａとはチェーン１７で連結されている。これにより、運転者の踏力によるペダル軸１５の回転を上記駆動，従動スプロケット１５ｃ，１６ａの歯数比に応じて増速して後輪側に伝達する増速機構１９が構成されている。
【００２６】
また上記ペダル軸１５と駆動スプロケット１５ｃとの間には運転者によりペダル１５ｂに入力された踏力（トルク）を検出するための踏力センサ２０が配設されている。詳細には、上記ペダル軸１５と駆動スプロケット１５ｃとは所定の角度範囲で相対回転可能にかつ相対回転を０とする方向にばね等で付勢して、つまりペダル踏力が大きくなるほど上記相対回転角度が大きくなるように連結されている。そしてこの相対回転角度の大きさが上記踏力として検出される。
【００２７】
具体的には例えばポテンショメータにより上記相対回転角度に比例した電圧が出力される。ここでこの電圧の波形はペダル軸１５の１回転毎に１サイクルをなす大略サイン波形であることから、この電圧波形の周期を計測することにより、ペダル軸１５の回転速度が得られる。
【００２８】
さらにまた上記後輪ハブ１６内には３段変速式の変速機構２１が内蔵されており、該変速機構は上記後輪ハブ１６内の入力軸の回転を第１速〜第３速の何れかの変速比で変速して該後輪ハブ１６内の出力軸に伝達する。この出力軸の回転はワンウェイクラッチ２２を介して後輪１２に伝達される。
【００２９】
ここで上記変速機構２１の第１速，第２速，第３速の変速比は、上記増速機構１９の増速比を含めた場合に、２．０、１．３３、１．０に設定されている。なお、ここで変速比２．０とは、ペダル軸２回転につき後輪が１回転するとの意味である。
【００３０】
上記補助力駆動系１４は、上記シートステー５と後輪１２の前縁との間に配設されたバッテリユニット２３と、上記後輪ハブ１６内に配置された補助力ユニットとを備えている。この補助力ユニットは後輪ハブ１６内に配置された電動モータ１８の回転を減速機構２４によって減速し、ワンウェイクラッチ２５を介して後輪１２に伝達するように構成されている。
【００３１】
また上記バッテリユニット２３内には、多数の充電式電池と、上記電動モータ１８への印加電圧，印加電流により出力を制御するコントローラ２６が内蔵されている。このコントローラ２６は上記踏力に応じた補助力を現時点での変速比に基づいて補正する補助力補正手段として機能する。即ち、上記人力駆動系１３の踏力センサ２０から入力された踏力検出値（電圧波形）から人力系車速Ｖｍを求め、上記補助力駆動系１４から入力されたモータ電圧，電流等から補助力系車速Ｖｐを求め、この両車速Ｖｍ，Ｖｐの比から現時点での変速比を後述する方法で推定し、該推定した変速比に基づいて上記踏力に応じた補助力を補正する。
【００３２】
具体的には、上記踏力に応じた大きさの補助電流Ｉｏに、上記補助力系車速Ｖｐに対する人力系車速Ｖｍの車速比ε（＝Ｖｍ／Ｖｐ）が大きいほど大きい補正係数を乗じて得られた補正補助電流Ｉｏ′が上記電動モータ１８に供給される。
【００３３】
本実施形態の補助力制御装置による制御動作を図３のフローチャートに沿ってさらに詳述する。補助力制御フローがスタートすると、補助力系車速Ｖｐ及び人力系車速Ｖｍが求められる（ステップＳ１，Ｓ２）。
【００３４】
ここで補助力系車速Ｖｐは、上述のように、電動モータへの印加電圧，電流及び予め既知のモータ捲線抵抗等からモータ回転速度を求め、該モータ回転速度に減速機構２４の減速比を乗じることにより求められる。
【００３５】
また人力系車速Ｖｍとしては、上述のように踏力センサ２０からの電圧波形における周期から求められたペダル軸１５の回転速度が採用される。なお、この電圧波形の周期から求めたぺダル軸回転速度の精度を高めるために後述する方法が採用されている。
【００３６】
そして車速比ε、即ち人力系車速Ｖｍ／補助力系車速Ｖｐが求められる（ステップＳ３）。この場合、車速比εが大きいほど上記変速機構は低速段になっており、小さいほど高速段になっていると判断される。具体的には、上記車速比εが１．０〜１．１６の場合には第３速と判断され（ステップＳ４）、１．１６超〜１．５６以下の場合には第２速と判断され（ステップＳ５）、１．５６超〜２．３以下の場合には第１速と判断される（ステップＳ６）。
【００３７】
そして第３速，第２速，第１速と判断された場合には、上記ペダル踏力に応じた補助電流Ｉｏがそれそれ１．０倍，１．３３倍，１．７８倍に補正され（ステップＳ７，Ｓ８，Ｓ９）、この補正された補正補助電流Ｉｏ′が上記電動モータ１８に供給される。なお、車速比εが上述の何れの範囲にも入らない場合には、計測ミスと判断され、ステップＳ７に進んで踏力に対応した補助電流Ｉｏのまま電動モータ１８に供給される。
【００３８】
以上のように、踏力に応じた補助電流Ｉｏを現時点での車速比ε、即ち変速比に基づいて補正した補正補助電流Ｉｏ′を電動モータ１８に供給するようにしたので、変速機構２１が低速段（第１速）である場合には高速段（第２速，第３速）である場合よりも大きな補正補助電流Ｉｏ′を電動モータ１８に供給することとなり、単に踏力（トルク）に応じた補助力よりも大きな補正補助力（トルク）とすることができ、特に低速段において補助力の不足を感じるといった問題を回避できる。
【００３９】
また人力駆動系１３から求めた人力系車速Ｖｍと補助力駆動系１４から求めた補助力系車速Ｖｐとの車速比ε、即ち現時点での変速比を求めるようにしたので、変速機構２１の現時点での変速段を直接検出するセンサを設ける必要がなく、低コストで補助力不足の問題を回避できる。
【００４０】
また人力供給系車速Ｖｍを、ペダル踏力を表す踏力センサ２０からの電圧波形の周期により求め、補助力系車速Ｖｐを、電動モータ１８への印加電圧，電流等により求めるようにしたので、人力系車速Ｖｍ，補助力系車速Ｖｐを簡単な構造により容易に求めることができる。なお、この種の電動補助車両は補助力制御の必要上従来から上記踏力センサ２０を備えており、またモータ印加電圧，電流を計測するようにしている。従って上記各車速を求めるに当たっては、既存部品からの検出データを利用することができ、新たなセンサを追加する必要はない。
【００４１】
ここで踏力センサ２０の出力電圧波形の周期からペダル軸１５の回転速度を求める方法の場合、運転者によるペダル漕ぎ動作が必ずしも一定でないことから該回転速度の検出精度が低くなる場合がある。そこで本実施形態では、車速比εがある程度広い範囲（１．０〜１．１６、１．１６〜１．５６、１．５６〜２．３）内にある場合に第３速，第２速，第１速とみなすようにしたので、上述の運転者による漕ぎ動作が一定でない場合でも変速比を正確に求めることができ、従って補正補助力を精度よく求めることができる。
【図面の簡単な説明】
【図１】本発明の一実施形態による補助力制御装置を備えた電動補助自転車の側面図である。
【図２】上記補助力制御装置のブロック図である。
【図３】上記制御装置の制御動作を説明するためのフローチャートである。
【符号の説明】
１ 電動補助自転車（電動補助車両）
１２ 後輪（駆動輪）
１３ 人力駆動系
１４ 補助力駆動系
１５ｂ ペダル
２６ コントローラ（補助力補正手段）
Ｖｍ 人力系車速
Ｖｐ 補助力系車速[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an electrically assisted vehicle including a human power drive system and an auxiliary power drive system, and more particularly, to an improvement in a method for setting an auxiliary rate for a pedal effort when the human power drive system includes a speed change mechanism.
[0002]
[Prior art]
Conventionally, a human-powered drive system that supplies a driver with a pedaling force applied to a pedal by a driver, an auxiliary force drive system that generates an auxiliary force corresponding to the pedaling force in an electric motor, and supplies the auxiliary force to the driving wheel, An electric auxiliary vehicle equipped with the above has been put into practical use. In this type of electrically assisted vehicle, there is one in which a speed change mechanism is provided in the middle of the human power drive system (see, for example, Patent Document 1).
[0003]
[Patent Document 1]
Japanese Patent Laid-Open No. 2000-105155
[Problems to be solved by the invention]
However, in the above-described conventional electrically assisted vehicle with a speed change mechanism, the driver may feel that the assist force or the assist rate is insufficient, particularly when traveling at a low speed. This is thought to be due to the following reasons.
[0005]
In this type of electrically assisted vehicle, when the vehicle speed is within a specified value (for example, 15 km / h), the pedaling force caused by the driver stroking the pedal (more precisely, the power by the person = the pedaling force (torque) × the rotational speed) On the other hand, an auxiliary force having an auxiliary ratio of 1.0 (more precisely, motor auxiliary power = motor torque × rotational speed) is generally supplied from an electric motor.
[0006]
However, the conventional electrically assisted vehicle with a conventional speed change mechanism is configured to simply output from the electric motor an assist force obtained by multiplying the pedal depression force (torque) at that time by a certain assist rate at any gear position. Has been.
[0007]
On the other hand, in the case of a vehicle with a speed change mechanism, the required pedal depression force (torque) becomes smaller at lower speeds if the running resistance is the same. Therefore, at the low speed stage, the assisting force decreases as the pedal effort decreases, and the necessary motor assisting force cannot be obtained. In other words, in an electrically assisted vehicle with a speed change mechanism, for example, when the assist rate is set to 1.0 at a high speed, the assist rate is less than 1.0 at a low speed.
[0008]
The present invention has been made in view of the above-described conventional problems. When a human-powered drive system is provided with a speed change mechanism, the assist of an electrically assisted vehicle that can obtain a sufficient assist force regardless of the speed stage. It is an object to provide a force control device.
[0009]
[Means for Solving the Problems]
According to a first aspect of the present invention, there is provided a human power drive system that supplies a pedal force applied to a pedal to a drive wheel through a predetermined gear ratio, and an auxiliary current having a magnitude corresponding to the pedal force is supplied to the electric motor. In an auxiliary force control device for an electric auxiliary vehicle comprising an auxiliary force drive system for supplying an auxiliary force having a magnitude corresponding to a pedaling force from the electric motor to a drive wheel,
The vehicle speed ratio ε (= Vm / Vp) of the human-powered vehicle speed Vm obtained from the rotational speed of the pedal shaft with respect to the auxiliary power-related vehicle speed Vp obtained from the rotational speed of the motor shaft is large. Auxiliary force correction means to correct to increase
It is characterized by that.
[0010]
A second aspect of the present invention is characterized in that, in the first aspect, the rotational speed of the pedal shaft is obtained from a cycle of a voltage waveform from a pedaling force sensor that detects a pedaling force of the pedal .
[0011]
A third aspect of the invention is characterized in that, in the first aspect, the rotational speed of the motor shaft is obtained from a voltage applied to the electric motor, a current and a motor winding resistance .
[0012]
Here, when the human-powered vehicle speed is obtained from the rotational speed of the pedal shaft, and when the auxiliary-powered vehicle speed is obtained from the rotational speed of the motor shaft, a rotation sensor for obtaining the rotational speed is attached to the pedal shaft and the motor shaft. . On the other hand, the vehicle speed detection sensor itself is not necessary when the human-powered vehicle speed is obtained from the pedal depression force cycle and the auxiliary-powered vehicle speed is obtained from the motor applied voltage and current.
[0014]
[Effects of the invention]
Fast If according to the invention of claim 1, the correction assist power corrected based on the vehicle speed ratio at the present time the assisting force corresponding to the pedal force and that supplies to the drive wheels, for example, the transmission mechanism is slow stage since so as to increase the assist ratio than when a stage may be the actual pedaling force large correction assist power than assisting force corresponding to the (torque) (torque) assist force depending upon which the gear position or The problem of feeling that the assistance rate is insufficient can be avoided.
[0015]
More details are as follows. In the case of a power-assisted vehicle with a speed change mechanism, if the traveling speed and traveling resistance are the same, the lower the stepping speed, the smaller the required pedaling force, but the faster the rotational speed, so the power (pedaling force (torque) x rotational speed) ) Is equivalent to the high-speed stage. In the conventional vehicle, since the assist force corresponding to the reduced pedaling force is output as it is, the driver feels that the assist force is insufficient. On the other hand, in the present invention, since the auxiliary force is corrected so as to correspond to the high rotational speed by considering the vehicle speed ratio and the gear ratio, the shortage of the auxiliary force can be avoided.
[0016]
According to the present invention, the larger the vehicle speed ratio ε (= Vm / Vp) of the human-powered vehicle speed Vm to the auxiliary-power-related vehicle speed Vp is, the larger the auxiliary current supplied to the electric motor is corrected than the auxiliary current corresponding to the pedal effort. Thus, the assisting force corresponding to the pedaling force is corrected to a larger value as the speed is low, and the problem that the assisting force is insufficient particularly at the low speed can be avoided.
[0017]
In addition, since the vehicle speed ratio between the human-powered vehicle speed obtained from the human-powered driving system and the auxiliary-powered vehicle speed obtained from the auxiliary power driving system, that is, the current gear ratio is obtained, the current gear stage is directly detected. There is no need to provide a sensor, and the problem of insufficient auxiliary power can be avoided at low cost. In addition, this type of electric auxiliary vehicle has conventionally been designed to detect the human-powered vehicle speed and the auxiliary-powered vehicle speed because of the necessity of assisting force control. Therefore, this detection data can be used, and a new vehicle speed detection sensor is provided. There is no need to add.
[0018]
According to the second aspect, 3, determined by the period of the voltage waveform of the rotational speed from the depression force sensor of pedal shaft, the applied voltage of the rotational speed to the electric motor or motors axis, as determined by current As a result, the human-powered vehicle speed and the auxiliary-powered vehicle speed can be easily obtained with a simple structure.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
1 to 3 are diagrams for explaining an embodiment of the present invention. FIG. 1 is a side view of a battery-assisted bicycle equipped with an auxiliary force control device according to the present embodiment. FIG. FIG. 3 is a flowchart for explaining the control operation.
[0021]
In FIG. 1, reference numeral 1 denotes an electrically assisted bicycle as an electrically assisted vehicle, and a body frame 2 of the body assisted bicycle 2 includes a head pipe 3, a down tube 4 extending obliquely downward from the head pipe 3 toward the rear of the vehicle body, and a rear of the down tube 4. A seat tube 5 extending upright from the end, a pair of left and right chain stays 6 extending substantially horizontally rearward from the vicinity of the lower end of the seat tube 5, the rear ends of both chain stays 6 and the seat tube 5 and a pair of left and right seat stays 7 that are coupled to the upper part of the seat 5.
[0022]
A front fork 8 is pivotally supported on the head pipe 3 so as to be rotatable left and right. A front wheel 9 is pivotally supported at the lower end of the front fork 8, and a steering handle 10 is fixed to the upper end. A saddle 11 is attached to the upper end of the seat tube 5. Further, a rear wheel 12 is pivotally supported at the rear end of the chain stay 6.
[0023]
The battery-assisted bicycle 1 according to the present embodiment includes a human-power drive system 13 that supplies a pedal force applied to a pedal 15b by a driver to a rear wheel (drive wheel) 12 through a predetermined gear ratio, and an electric power system corresponding to the pedal force. And an auxiliary force drive system 14 for supplying auxiliary force from the motor 18 to the rear wheel 12.
[0024]
The human power drive system 13 has the following configuration. A crank arm 15a is fixed to both ends of a pedal shaft 15 disposed in the vehicle lower end direction at the center lower end portion of the vehicle body frame 2, and a pedal 15b is pivotally supported at the tip of the crank arm 15a.
[0025]
A large-diameter drive sprocket 15c mounted inside the right crank arm 15a of the pedal shaft 15 and a small-diameter driven sprocket 16a mounted on the input shaft in the rear wheel hub 16 of the rear wheel 12 are connected by a chain 17. Has been. As a result, the speed increasing mechanism 19 is configured to increase the speed of the rotation of the pedal shaft 15 by the driver's pedaling force according to the gear ratio of the drive and driven sprockets 15c and 16a and transmit it to the rear wheel side.
[0026]
A pedal force sensor 20 for detecting a pedal force (torque) input to the pedal 15b by the driver is disposed between the pedal shaft 15 and the drive sprocket 15c. Specifically, the pedal shaft 15 and the drive sprocket 15c are biased by a spring or the like so as to be relatively rotatable in a predetermined angle range and in which the relative rotation is zero, that is, the relative rotation angle increases as the pedal effort increases. Are connected to increase. The magnitude of the relative rotation angle is detected as the pedal effort.
[0027]
Specifically, for example, a voltage proportional to the relative rotation angle is output by a potentiometer. Here, since the waveform of this voltage is a substantially sine waveform that forms one cycle for each rotation of the pedal shaft 15, the rotational speed of the pedal shaft 15 can be obtained by measuring the period of this voltage waveform.
[0028]
Further, a three-speed transmission mechanism 21 is built in the rear wheel hub 16, and the transmission mechanism rotates the input shaft in the rear wheel hub 16 from any one of the first to third speeds. And is transmitted to the output shaft in the rear wheel hub 16. The rotation of the output shaft is transmitted to the rear wheel 12 via the one-way clutch 22.
[0029]
Here, the gear ratios of the first speed, the second speed, and the third speed of the speed change mechanism 21 are 2.0, 1.33, and 1.0 when the speed increase ratio of the speed increase mechanism 19 is included. Is set. Here, the gear ratio of 2.0 means that the rear wheel rotates once for every two rotations of the pedal shaft.
[0030]
The auxiliary force drive system 14 includes a battery unit 23 disposed between the seat stay 5 and the front edge of the rear wheel 12, and an auxiliary force unit disposed in the rear wheel hub 16. . The auxiliary force unit is configured to decelerate the rotation of the electric motor 18 disposed in the rear wheel hub 16 by the speed reduction mechanism 24 and transmit the rotation to the rear wheel 12 via the one-way clutch 25.
[0031]
The battery unit 23 incorporates a large number of rechargeable batteries and a controller 26 that controls the output by applying voltage and applied current to the electric motor 18. The controller 26 functions as auxiliary force correcting means for correcting the auxiliary force corresponding to the pedal effort based on the current gear ratio. That is, the human-powered vehicle speed Vm is obtained from the pedaling force detection value (voltage waveform) input from the pedaling force sensor 20 of the human-powered driving system 13, and the auxiliary-powered vehicle speed is determined from the motor voltage, current, etc. input from the auxiliary-power driving system 14. Vp is obtained, the current gear ratio is estimated from the ratio of the two vehicle speeds Vm and Vp by a method to be described later, and the auxiliary force corresponding to the pedal effort is corrected based on the estimated gear ratio.
[0032]
Specifically, it is obtained by multiplying the auxiliary current Io having a magnitude corresponding to the pedaling force by a larger correction coefficient as the vehicle speed ratio ε (= Vm / Vp) of the human-powered vehicle speed Vm with respect to the auxiliary-force-related vehicle speed Vp increases. The corrected auxiliary current Io ′ is supplied to the electric motor 18.
[0033]
The control operation by the auxiliary force control apparatus of this embodiment will be described in further detail along the flowchart of FIG. When the auxiliary force control flow is started, the auxiliary force system vehicle speed Vp and the human power system vehicle speed Vm are obtained (steps S1 and S2).
[0034]
Here, as described above, the auxiliary force system vehicle speed Vp is obtained by obtaining the motor rotation speed from the voltage applied to the electric motor, the current, the known motor winding resistance, and the like, and multiplying the motor rotation speed by the reduction ratio of the reduction mechanism 24. Is required.
[0035]
As the human-powered vehicle speed Vm, the rotational speed of the pedal shaft 15 obtained from the cycle of the voltage waveform from the pedal force sensor 20 as described above is employed. In order to increase the accuracy of the pedal shaft rotation speed obtained from the period of the voltage waveform, a method described later is employed.
[0036]
Then, the vehicle speed ratio ε, that is, human-powered vehicle speed Vm / auxiliary-powered vehicle speed Vp is obtained (step S3). In this case, it is determined that the greater the vehicle speed ratio ε, the lower the speed change mechanism, and the lower the speed ratio, the higher the speed. Specifically, when the vehicle speed ratio ε is 1.0 to 1.16, it is determined as the third speed (step S4), and when it is greater than 1.16 to 1.56 or less, it is determined as the second speed. If it is more than 1.56 and not more than 2.3 (step S5), it is determined as the first speed (step S6).
[0037]
When the third speed, the second speed, and the first speed are determined, the auxiliary current Io corresponding to the pedal depression force is corrected to 1.0 times, 1.33 times, and 1.78 times, respectively ( In steps S7, S8, S9), the corrected auxiliary current Io ′ thus corrected is supplied to the electric motor 18. If the vehicle speed ratio ε does not fall within any of the above ranges, it is determined that a measurement error has occurred, and the process proceeds to step S7 where the auxiliary current Io corresponding to the pedal effort is supplied to the electric motor 18.
[0038]
As described above, the auxiliary current Io corresponding to the pedal effort is supplied to the electric motor 18 with the corrected auxiliary current Io ′ obtained by correcting the auxiliary current Io based on the current vehicle speed ratio ε, that is, the gear ratio. In the case of the first stage (first speed), a larger correction auxiliary current Io ′ is supplied to the electric motor 18 than in the case of the higher speed stage (second speed, third speed), and simply according to the pedaling force (torque). Thus, the correction assisting force (torque) can be set larger than the assisting force, and the problem that the lack of assisting force is felt particularly at low speeds can be avoided.
[0039]
Further, since the vehicle speed ratio ε between the human-powered vehicle speed Vm obtained from the human-powered driving system 13 and the auxiliary-powered vehicle speed Vp obtained from the auxiliary power-driving system 14, that is, the current gear ratio, is obtained. Therefore, it is not necessary to provide a sensor for directly detecting the shift stage at the low speed, and the problem of insufficient auxiliary force can be avoided at low cost.
[0040]
Further, the human power supply system vehicle speed Vm is obtained from the cycle of the voltage waveform from the pedal force sensor 20 representing the pedal depression force, and the auxiliary power system vehicle speed Vp is obtained from the applied voltage, current, etc. to the electric motor 18. The vehicle speed Vm and the auxiliary power system vehicle speed Vp can be easily obtained with a simple structure. Note that this type of electrically assisted vehicle is conventionally provided with the pedal force sensor 20 because of the necessity of assist force control, and measures the motor applied voltage and current. Therefore, in obtaining the above vehicle speeds, detection data from existing parts can be used, and there is no need to add a new sensor.
[0041]
Here, in the method of obtaining the rotational speed of the pedal shaft 15 from the cycle of the output voltage waveform of the pedal force sensor 20, the pedaling operation by the driver is not necessarily constant, so the detection accuracy of the rotational speed may be lowered. Therefore, in the present embodiment, the third speed and the second speed when the vehicle speed ratio ε is within a wide range (1.0 to 1.16, 1.16 to 1.56, 1.56 to 2.3) to some extent. , Since it is regarded as the first speed, the gear ratio can be accurately obtained even when the above-mentioned rowing operation by the driver is not constant, and therefore the correction assisting force can be accurately obtained.
[Brief description of the drawings]
FIG. 1 is a side view of a battery-assisted bicycle equipped with an auxiliary force control device according to an embodiment of the present invention.
FIG. 2 is a block diagram of the auxiliary force control device.
FIG. 3 is a flowchart for explaining a control operation of the control device.
[Explanation of symbols]
1 Electric assistance bicycle (electric assistance vehicle)
12 Rear wheels (drive wheels)
13 Human power drive system 14 Auxiliary power drive system 15b Pedal 26 Controller (Auxiliary force correction means)
Vm Human-powered vehicle speed Vp Auxiliary-powered vehicle speed

Claims (3)

ペダルに加えられた踏力を所定の変速比を介して駆動輪に供給する人力駆動系と、上記踏力に応じた大きさの補助電流を電動モータに供給することにより上記踏力に応じた大きさの補助力を上記電動モータから駆動輪に供給する補助力駆動系とを備えた電動補助車両の補助力制御装置において、
上記踏力に応じた大きさの補助電流を、モータ軸の回転速度から求めた補助力系車速Ｖｐに対するペダル軸の回転速度から求めた人力系車速Ｖｍの車速比ε（＝Ｖｍ／Ｖｐ）が大きいほど大きくなるように補正する補助力補正手段を備えた
ことを特徴とする電動補助車両の補助力制御装置。 A human-powered drive system that supplies the pedaling force applied to the pedal to the drive wheels through a predetermined gear ratio, and an auxiliary current having a magnitude corresponding to the pedaling force is supplied to the electric motor to have a magnitude corresponding to the pedaling force. In an auxiliary power control device for an electric auxiliary vehicle comprising an auxiliary force drive system for supplying auxiliary force from the electric motor to drive wheels,
The vehicle speed ratio ε (= Vm / Vp) of the human-powered vehicle speed Vm obtained from the rotational speed of the pedal shaft with respect to the auxiliary power-related vehicle speed Vp obtained from the rotational speed of the motor shaft is large. Auxiliary force correction means to correct to increase
An assisting force control device for an electrically assisted vehicle. 請求項１において、上記ペダル軸の回転速度を、上記ペダルの踏力を検出する踏力センサからの電圧波形の周期から求めることを特徴とする電動補助車両の補助力制御装置。2. The assisting force control device for an electrically assisted vehicle according to claim 1, wherein the rotational speed of the pedal shaft is obtained from a cycle of a voltage waveform from a pedaling force sensor that detects the pedaling force of the pedal . 請求項１おいて、上記モータ軸の回転速度を、上記電動モータへの印加電圧，電流及びモータ捲線抵抗から求めることを特徴とする電動補助車両の補助力制御装置。2. The auxiliary force control device for an electric auxiliary vehicle according to claim 1, wherein the rotational speed of the motor shaft is obtained from an applied voltage, current and motor winding resistance to the electric motor.
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JP7039545B2 (en) * 2019-12-27 2022-03-22 ヤマハ発動機株式会社 Electric auxiliary bicycle, its drive system, and control method

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