JP2022130201A - Control system, powered vehicle, control method and program - Google Patents

Abstract

To make a powered vehicle less likely to lose balance, for example, when starting.SOLUTION: A control system 3 is used in a powered vehicle comprising a power mechanism 5 for transmitting power to wheels to assist in rotation of the wheels. The control system 3 comprises: a steering angle detection unit that detects an absolute value of a steering angle of the powered vehicle as a detection angle; a vehicle speed detection unit that detects a vehicle speed of the powered vehicle as a detection speed; and a restriction unit 300 that limits an assist ratio of power to a human-power drive force. When the detection angle is smaller than a first threshold angle and the detection speed is lower than a threshold speed, the restriction unit 300 adjusts an upper limit of the assist ratio to a first value. When the detection angle is larger than or equal to the first threshold angle and smaller than a second threshold angle and the detection speed is lower than the threshold speed, the restriction unit 300 restricts the upper limit of the assist ratio to a second value smaller than the first value. When the detection angle is equal to or larger than the second threshold angle, the restriction unit 300 limits the upper limit of the assist ratio to a third value smaller than the first value regardless of the detection speed.SELECTED DRAWING: Figure 1

Description

The present disclosure relates generally to control systems, motorized vehicles, control methods and programs. More particularly, the present disclosure relates to a control system used in a powered vehicle having a power mechanism, a powered vehicle including the control system, and a control method and program used in the powered vehicle including the power mechanism.

Patent Literature 1 describes an electrically assisted bicycle in which a battery-driven motor assists pedal effort. This electrically assisted bicycle is equipped with a steering angle detection device. A control device for the motor performs control to adjust the assist force based on the steering wheel steering angle detected by the steering wheel steering angle detection device.

JP 2011-230664 A

A power-equipped vehicle such as the electrically assisted bicycle disclosed in Patent Document 1 has a problem that it is easy to lose balance when the vehicle starts moving.

The present disclosure has been made in view of the above reasons, and an object thereof is to provide a control system, a powered vehicle, a control method, and a program that are less likely to lose balance when the powered vehicle starts moving.

A control system according to one aspect of the present disclosure is a control system used in a powered vehicle that includes a power mechanism for transmitting power to wheels to assist rotation of the wheels. The control system includes a steering angle detection unit that detects the absolute value of the steering angle of the motorized vehicle as a detection angle, a vehicle speed detection unit that detects the vehicle speed of the motorized vehicle as a detection speed, and the power relative to the human driving force. and a limiting unit that limits the assist ratio for The limiting unit adjusts the upper limit of the assist ratio to a first value when the detected angle is less than a first threshold angle and the detected speed is less than a threshold speed. When the detected angle is equal to or greater than the first threshold angle and less than a second threshold angle larger than the first threshold angle and the detected speed is less than the threshold speed, the limiting unit limits the upper limit of the assist ratio to the Restrict to a second value less than one. The limiting unit limits the upper limit of the assist ratio to a third value smaller than the first value regardless of the detected speed when the detected angle is equal to or greater than the second threshold angle.

A powered vehicle according to one aspect of the present disclosure includes the control system and a body holding the control system.

A control method according to one aspect of the present disclosure is a control method used in a powered vehicle including a power mechanism for transmitting power to wheels to assist rotation of the wheels. The control method includes a steering angle detection step of detecting the absolute value of the steering angle of the motorized vehicle as a detected angle, a vehicle speed detection step of detecting the vehicle speed of the motorized vehicle as a detected speed, and the power relative to the human driving force. and a limiting step of limiting the assist ratio for . The limiting step includes adjusting the upper limit of the assist ratio to a first value when the detected angle is less than the first threshold angle and the detected speed is less than the threshold speed. In the limiting step, when the detected angle is equal to or greater than the first threshold angle and less than a second threshold angle larger than the first threshold angle and the detected speed is less than the threshold speed, the upper limit of the assist ratio is set to the second threshold angle. Including limiting to a second value less than one value. The limiting step includes limiting the upper limit of the assist ratio to a third value smaller than the first value regardless of the detected speed when the detected angle is equal to or greater than the second threshold angle.

A program according to one aspect of the present disclosure causes a computer system to execute the control method.

Advantageous Effects of Invention According to the present disclosure, it is possible to provide a control system, a powered vehicle, a control method, and a program that make it difficult to lose balance when the powered vehicle starts moving.

FIG. 1 is a block diagram of a drive system for a motor-assisted bicycle as a motorized vehicle equipped with a control system according to one embodiment. FIG. 2 is a schematic side view of the electrically assisted bicycle same as the above. FIG. 3 is a block diagram of a detection section of the control system; FIG. 4 is a diagram for explaining the assist ratio of the above-mentioned electrically assisted bicycle. FIG. 5 is a sectional view for explaining a steering angle detection device in the same drive system. FIG. 6 is a sectional view for explaining a steering angle detection device in the same drive system. FIG. 7 is a flow chart showing the operation of the same control system. FIG. 8 is a cross-sectional view for explaining a steering angle detection device in a motor-assisted bicycle as a motorized vehicle having a control system according to one modification. FIG. 9 is a cross-sectional view for explaining a steering angle detection device in a motor-assisted bicycle as a motorized vehicle equipped with a control system according to one modification.

(1) Overview Each drawing described in the following embodiments is a schematic drawing, and the ratio of the size and thickness of each component in each drawing does not necessarily reflect the actual dimensional ratio. Not necessarily.

The control system 3 according to this embodiment is a control system used in a powered vehicle 120 including a power mechanism 5 for transmitting power to the wheels 20 to assist the rotation of the wheels 20 . The motorized vehicle 120 is a vehicle in which the power mechanism 5 assists the human driving force from the user. In this embodiment, the human-powered driving force is, for example, the pedaling force (the user's stepping force) applied to the wheels 20 via the pedals 26 (see FIG. 2) from the user. Also, the power mechanism 5 is a motor 50 . A motorized vehicle 120 of the present embodiment is an electrically assisted vehicle 110, more specifically, an electrically assisted bicycle 100 (electrically assisted two-wheeled vehicle). The electrically-assisted bicycle 100 is a bicycle in which the user's stepping force, which is human power, is assisted by a motor 50 that is a power mechanism 5 . The “user” here means the rider of the electrically assisted bicycle 100, particularly the driver of the electrically assisted bicycle 100. Hereinafter, the “electrically assisted bicycle 100” may be simply referred to as the bicycle 100.

As shown in FIG. 2, the bicycle 100 runs on a running surface 101. As shown in FIG. In the following description, unless otherwise specified, the running surface 101 of the bicycle 100 is assumed to be parallel to the horizontal plane H1 (see FIG. 2). However, in practice, the running surface 101 does not have to be parallel to the horizontal plane H1, and may be inclined with respect to the horizontal plane H1, or may be a surface with irregularities. Also, hereinafter, the direction in which the bicycle 100 travels is defined as the "forward direction", the opposite direction to the forward direction is defined as the "rearward direction", and the forward direction and the rearward direction are collectively defined as the "front-rear direction D1". However, these directional definitions are not meant to limit the mode of use of the control system 3 and the motorized vehicle 120 (bicycle 100). In addition, the arrows indicating each direction in the drawings are only shown for explanation and are not substantial.

As shown in FIGS. 1 and 2, a bicycle 100 as a motorized vehicle 120 includes a main body 2 and a control system 3. As shown in FIG. The body 2 holds the control system 3 . As shown in FIGS. 1 and 3, the control system 3 includes a steering angle detector F4, a vehicle speed detector F1, and a limiter 300. As shown in FIGS. The steering angle detection unit F4 detects the absolute value of the steering angle of the bicycle 100 as the detected angle θ0. Vehicle speed detector F1 detects the vehicle speed of bicycle 100 as detected speed V0. The limiting unit 300 limits the assist ratio of the power (the power transmitted from the motor 50 to the wheels 20) with respect to the manpower driving force (pedal force).

When the detected angle θ0 detected by the steering angle detector F4 is less than the first threshold angle θ1 and the detected speed V0 detected by the vehicle speed detector F1 is less than the threshold speed V1, the limiter 300 sets the upper limit of the assist ratio. is adjusted to the first value A1. When the detected angle θ0 is greater than or equal to the first threshold angle θ1 and less than the second threshold angle θ2 and the detected speed V0 is less than the threshold speed V1, the limiting unit 300 limits the upper limit of the assist ratio to the second value A2. The second threshold angle θ2 is an angle larger than the first threshold angle θ1. The second value A2 is a value smaller than the first value A1. When the detected angle θ0 is greater than or equal to the second threshold angle θ2, the limiting unit 300 limits the upper limit of the assist ratio to the third value A3 regardless of the detected speed V0. The third value A3 is a value smaller than the first value A1.

When the bicycle 100 moves forward with a large steering angle, the bicycle 100 moves (forwards) while turning on the running surface 101 . In such a case, if the power from the motor 50 is applied to the wheels 20, the bicycle 100 may move in ways that the user does not expect. Therefore, the user may not be able to cope with the movement of the bicycle 100 due to the power from the motor 50, and may lose balance. In particular, when the bicycle 100 is stopped, if the motor 50 applies a large amount of power to the wheels 20 while the steering angle is large, the bicycle 100 will start while turning while the user is not prepared. Therefore, it is easy to lose balance.

In the control system 3 of the present embodiment, the limiter 300 limits the upper limit of the assist ratio to a third value A3 smaller than the first value A1 when the detected angle θ0 is greater than or equal to the second threshold angle θ2. As a result, when the steering angle of the bicycle 100 is greater than or equal to the second threshold angle θ2, it is difficult for the motor 50 to apply a large amount of power to the wheels 20, so the possibility of the user riding the bicycle 100 losing balance can be reduced. Further, even if the detected angle θ0 is less than the second threshold angle θ2, the limiting unit 300 determines that the detected angle θ0 is equal to or greater than the first threshold angle θ1 (<second threshold angle θ2) and the detected speed V0 is the predetermined threshold speed V1. If less than, the upper limit of the assist ratio is limited to a second value A2 smaller than the first value A1. This makes it difficult for the motor 50 to apply a large amount of power to the wheels 20 particularly when the bicycle 100 is traveling at a low speed, such as when the bicycle 100 starts moving, when the vehicle speed is less than the threshold speed V1. Therefore, it is possible to further reduce the possibility that the user riding the bicycle 100 loses balance when the bicycle 100 starts moving.

(2) Details (2.1) Overall Configuration of Electric Assisted Bicycle Hereinafter, the overall configuration of the bicycle 100 according to the present embodiment will be described in detail with reference to FIGS. 1 to 7. FIG.

As described above, the bicycle 100 is a motor-assisted bicycle that uses the motor 50 to assist the user's stepping force (stepping force). A bicycle 100 includes a drive system 1 and a body 2 .

(2.2) Main Body As shown in FIG. 2, the main body 2 includes a frame 7, a plurality of (two in the illustrated example) wheels 20, a front fork 22, a handlebar 23, a saddle 24, and a pair of cranks. It has an arm 25 , a pair of pedals 26 , a power transmission body 27 and a crankshaft 29 .

A plurality of wheels 20 are members that support the frame 7 on the running surface 101 . The main body 2 of this embodiment has one front wheel 201 and one rear wheel 202 as the plurality of wheels 20 . The front wheel 201 has a hub 281 in the center and the rear wheel 202 has a hub 282 in the center. A front wheel 201 and a rear wheel 202 are attached to the frame 7 .

The front wheel 201 is the front wheel of the two wheels 20 aligned in the front-rear direction D1. Front wheel 201 is supported by leg 221 so as to be rotatable around an axis extending in the left-right direction. The front wheels 201 are the wheels 20 that do not receive power transmission from the motor 50 in this embodiment.

The rear wheel 202 is the rear wheel of the two wheels 20 aligned in the front-rear direction D1. The rear wheel 202 is rotatably supported by a plurality (here, a pair) of chain stays 77 around an axis extending in the left-right direction.

A rear sprocket 292 is attached to the rear wheel 202 . The rear sprocket 292 is concentric with and integrally attached to the hub 282 of the rear wheel 202 . The rear sprocket 292 is composed of, for example, a plurality of sprockets.

Front fork 22 supports front wheel 201 . The front fork 22 has a pair of legs 221 , a crown 222 and a steering column 223 . A crown 222 connects the upper ends of the pair of legs 221 . A steering column 223 protrudes from the crown 222 . A front wheel 201 is rotatably attached to the pair of legs 221 via a shaft passed through a hub 281 . The rotation axis of front wheel 201 is parallel to running surface 101 . A central axis (longitudinal axis) of the steering column 223 extends rearward as it goes upward from the crown 222 and is inclined with respect to the running surface 101 .

The handle 23 is attached to the upper end of the steering column 223 and fixed to the front fork 22 . The steering column 223 is passed through the head pipe 71 of the frame 7 and is rotatably attached to the frame 7 . The rotation axis of steering column 223 is substantially parallel to the longitudinal direction of steering column 223 . Therefore, the handle 23 can rotate the front wheel 201 with the axis along the longitudinal direction of the steering column 223 as the rotation axis.

The frame 7 is a skeleton to which a plurality of wheels 20, a front fork 22, a steering wheel 23, a saddle 24, a battery unit 4 and a control system 3 are attached. The material of the frame 7 is, for example, an aluminum alloy containing aluminum as a main component. However, the material of the frame 7 is not limited to aluminum alloy, and may be, for example, iron, chromium molybdenum steel, high-tensile steel, titanium, or magnesium. Further, the material of the frame 7 is not limited to metal, and may be carbon, wood, bamboo, or fiber reinforced synthetic resin (eg, CFRP: Carbon Fiber Reinforced Plastics).

The frame 7 includes a head pipe 71, an upper pipe 72, a reinforcing pipe 73, a lower pipe 74, a standing pipe 75, a plurality of (only one shown in FIG. 2) seat stays 76, and a plurality of (in FIG. 2 chainstays 77 (only one shown) and brackets 78 . As used in this disclosure, "pipe" means an elongated hollow member. The cross-sectional shape of pipes of the present disclosure may be, for example, circular (including perfect circles, ovals and ellipses), rectangular (including squares), hexagonal, or octagonal.

A head pipe 71 supports the front fork 22 . The central axis of the head pipe 71 is inclined with respect to the running surface 101 so as to go rearward as it goes upward. A steering column 223 is passed through the head pipe 71 so that the central axis of the head pipe 71 and the central axis of the steering column 223 are aligned. This allows the head pipe 71 to rotatably support the steering column 223 . The rotation axis of the steering column 223 is the same as the central axis of the head pipe 71 .

The upper pipe 72 connects the head pipe 71 and the standing pipe 75 . A longitudinal front end of the upper pipe 72 is connected to the head pipe 71 . A longitudinal rear end of the upper pipe 72 is connected to a standing pipe 75 . The central axis of the upper pipe 72 is inclined with respect to the running surface 101 so as to go downward as it goes rearward. However, the upper pipe 72 does not have to be inclined with respect to the running surface 101 . The upper pipe 72 may be omitted.

The reinforcing pipe 73 is a reinforcing member for reinforcing the connecting portion between the standing pipe 75 and the upper pipe 72 . The reinforcing pipe 73 connects the standing pipe 75 and the upper pipe 72 . The reinforcement pipe 73 may be omitted.

The standing pipe 75 holds the saddle 24 . A lower longitudinal end of the standing pipe 75 is connected to a bracket 78 . The central axis of the standing pipe 75 is inclined with respect to the running surface 101 so as to go rearward as it goes upward from the lower end. The longitudinal rear end of the upper pipe 72 is connected to the intermediate portion of the vertical pipe 75 . The term “intermediate portion” as used herein means a portion of the standing pipe 75 in the longitudinal direction excluding the lower end and the upper end. The upper pipe 72 may be connected to the upper end of the standing pipe 75 .

A lower pipe 74 connects the bracket 78 and the head pipe 71 . A longitudinal front end of the lower pipe 74 is connected to the head pipe 71 . A longitudinal rear end of the lower pipe 74 is connected to a bracket 78 . The central axis of the lower pipe 74 is inclined with respect to the running surface 101 so as to go upward as it goes forward from the rear end in the longitudinal direction. A battery 41 of the battery unit 4 is detachably attached to the lower pipe 74 .

A plurality of (here, one pair as an example) chain stays 77 support the shaft of the rear wheel 202 . A longitudinal front end of each chain stay 77 is connected to a bracket 78 . The longitudinal rear end of each chain stay 77 is connected to the rear end of the corresponding seat stay 76 . The pair of chain stays 77 are separated in the left-right direction, and the rear wheel 202 is rotatably attached to the rear ends of the pair of chain stays 77 via a shaft passed through a hub 282 . The rotation axis of the rear wheel 202 is substantially parallel to the running surface 101 and coincides with the center axis of the shaft supporting the rear wheel 202 .

A plurality of (here, one pair as an example) seat stays 76 connect the chain stay 77 and the standing pipe 75 . The longitudinal rear end of each seat stay 76 is connected to the longitudinal rear end of the corresponding chain stay 77 . A longitudinal front end of each seat stay 76 is connected to an intermediate portion of the standing pipe 75 . A pair of seat stays 76 branch from the upper pipe 72 and are integrated with the upper pipe 72 . However, the seat stay 76 and the upper pipe 72 may be separate bodies.

The bracket 78 is the part to which the control system 3 is attached. The bracket 78 is formed in a substantially C shape when viewed from a direction orthogonal to both the up-down direction and the front-rear direction D1. The bracket 78 is connected to the longitudinal rear end of the lower pipe 74 , the longitudinal lower end of the standing pipe 75 , and the longitudinal front end of the chain stay 77 . Thereby, the longitudinal rear end of the lower pipe 74, the longitudinal lower end of the standing pipe 75, and the longitudinal front end of the chain stay 77 are fixed to each other.

The saddle 24 has a seat pillar 241 and a seat 242 on which the user sits. The seat pillar 241 is passed through the vertical pipe 75 along the central axis of the vertical pipe 75 . The seat pillar 241 protrudes downward from the seat portion 242 of the saddle 24 . The seat pillar 241 is inclined with respect to the running surface 101 so as to go forward as it goes downward. The seat pillar 241 is attached to the vertical pipe 75 so as to be movable along the central axis of the vertical pipe 75 .

A pair of crank arms 25 are attached to the crank shaft 29 as shown in FIG. The longitudinal direction of the crank arm 25 intersects (perpendicularly in the illustrated example) the rotation axis of the crankshaft 29 . The pair of crank arms 25 are arranged in a straight line when viewed in the rotation axis direction of the crankshaft 29 .

Each of the pair of pedals 26 is attached to one end of the corresponding crank arm 25 in the longitudinal direction opposite to the crankshaft 29 side. Each pedal 26 is rotatably attached to the corresponding crank arm 25 . The axis of rotation of the pedals 26 is substantially parallel to the axis of rotation of the crankshaft 29 . By pedaling the pedals 26 , the user can give the crankshaft 29 a human-powered rotational force (human-powered driving force).

A crank sprocket 291 is attached to the crankshaft 29 . The crank sprocket 291 is composed of a plurality of sprockets, for example, and constitutes a transmission together with the rear sprocket 292 . By changing the shift position of the transmission, the bicycle 100 can be shifted. The "shift position" here means the combination of the sprocket of the crank sprocket 291 and the sprocket of the rear sprocket 292, and corresponds to a so-called gear ratio.

The power transmission body 27 transmits the human power driving force (pedal force) from the user to at least one of the plurality of wheels 20 (here, the rear wheel 202). Also, the power transmission body 27 transmits the power output from the motor 50 to at least one of the plurality of wheels 20 (here, the rear wheel 202). The power transmission body 27 connects the crank sprocket 291 and the rear sprocket 292 . The power transmission body 27 is a chain that is spanned between the crank sprocket 291 and the rear sprocket 292 so as to be able to transmit power. Thereby, the power output from the motor 50 is transmitted to the rear wheel 202 via the power transmission body 27 . The power transmission body 27 may be, for example, a belt, shaft, wire, or gear.

(2.3) Drive System As shown in FIG. 1, the drive system 1 includes a motor 50 as the power mechanism 5, a control system 3, a battery unit 4, a detection device group 8, and an operation unit 6. ing. The drive system 1 is a system that outputs a drive auxiliary output. The drive system 1 adds a drive assist output to the human power drive force (pedal force) and transmits the power to the rear wheels 202 via the power transmission body 27 .

(2.3.1) Motor The motor 50 gives power (drive auxiliary output) to the wheel 20 of the bicycle 100 . Motor 50 is provided near crankshaft 29 of bicycle 100 and is driven by electric power from battery 41 . The motor 50 is connected to the crank sprocket 291 via a speed reducer including, for example, planetary gears. Power of the motor 50 is transmitted to the crank sprocket 291 via a reduction gear or the like.

(2.3.2) Battery Unit The battery unit 4 has a battery 41 and a battery control section 42, as shown in FIG. The battery unit 4 is electrically connected with the control system 3 .

Battery 41 powers motor 50 via control system 3 . In addition to the motor 50, the battery 41 also supplies power to, for example, the headlight of the main body 2, the operation unit 6, and the like. As the battery 41, a secondary battery such as a lithium ion secondary battery that can be repeatedly charged and discharged is used. The battery 41 is detachably attached to the lower pipe 74 . Note that the battery 41 may be arranged along the standing pipe 75 behind the standing pipe 75 .

Each time the bicycle 100 is used, the battery control unit 42 obtains the amount of power consumed by the battery 41 (battery power consumption) while the bicycle 100 is running (during use). Power consumption information representing battery power consumption is output from the battery control unit 42 to the control system 3 . Also, the battery control unit 42 manages the remaining amount of the battery 41 . Remaining amount information indicating the remaining amount of the battery 41 is output from the battery control section 42 to the control system 3 .

(2.3.3) Operation Unit The operation unit 6 receives an operation for turning on/off the motor 50 from the user. That is, the operation unit 6 receives an operation for selecting on/off of the assist using the power from the motor 50 from the user. The operation unit 6 may receive an operation for selecting the strength of the assist from the user. The operation part 6 is attached to the handle 23, for example. The operation unit 6 is electrically connected with the control system 3 .

(2.3.4) Control system The control system 3 is configured to perform assist control and regeneration control. Specifically, the control system 3 executes assist control for controlling the motor 50 based on the human power driving force, the vehicle speed of the bicycle 100, the shift position (gear ratio) of the transmission, and the like. The human power driving force (pedal force) is detected by a pedal force detector F2, which will be described later. The vehicle speed is detected by a vehicle speed detector F1, which will be described later.

In addition, the control system 3 executes processing related to regenerative control for charging the battery 41 with electric power generated by the motor 50 during deceleration. For example, when the user operates the brake lever of the handlebar 23 while the bicycle 100 is traveling downhill, the control system 3 switches to the regenerative control mode and recovers the charge amount of the battery 41 by regenerative braking force. Note that the control system 3 may further perform lighting control related to the headlights.

Here, the control system 3 has a processing section 30, a storage section 32, and a housing 31 (see FIG. 2) that accommodates the processing section 30, as shown in FIG.

The housing 31 is in the shape of a hollow flat box. Housing 31 is fixed to bracket 78 .

The processing unit 30 is mainly composed of a computer system having one or more processors and one or more memories. In the processing unit 30, the functions of each unit of the processing unit 30 are realized by one or more processors executing programs recorded in the memory. The program may be prerecorded in a memory, may be provided through an electric communication line such as the Internet, or may be provided by being recorded in a non-temporary recording medium such as a memory card.

The processing unit 30 has a limiting unit 300, a detecting unit 301, and a drive control unit 302, as shown in FIG. In other words, the processing unit 30 has functions as the limiting unit 300 , the detecting unit 301 , and the drive control unit 302 .

The processing unit 30 is configured to acquire various electrical signals from the outside (battery unit 4, detection device group 8, and operation unit 6). The processing unit 30 executes processing related to assist control, regenerative control, etc. according to the acquired electrical signal.

In particular, the processing unit 30 executes processing related to assist control for driving the motor based on the assist ratio. The “assist ratio” in the present disclosure is the value of the ratio of electric power assistance (rotational power by the motor) to human power driving force (pedal force) (“electric power assistance”/“human power driving force”).

In Japan, for example, the Road Traffic Law stipulates the upper limit of the assist ratio of electric power assistance to human power driving force in electric power assisted bicycles for each vehicle speed range. Specifically, in Japan, as shown in FIG. 4, for example, when the vehicle speed is less than 10 km/h, the maximum assist ratio between the human power driving force (see area R2) and the electric power assistance (see area R1) is 1:2. (The upper limit of the assist ratio of electric power assistance to manpower driving force is "2"). Further, when the vehicle speed is 24 km/h or more, the maximum assist ratio is stipulated to be 1:0 (the assist ratio of electric power assistance to human driving force is "0"). Therefore, in this embodiment, the processing unit 30 adjusts the assist ratio within a range in which the assist ratio of the bicycle 100 satisfies the above regulation. However, since road traffic laws may differ in each country, it is not essential for the processing unit 30 to consider the upper limit of the assist ratio.

The detection unit 301 includes, for example, a vehicle speed detection unit F1, a pedaling force detection unit F2, a rotation detection unit F3, a steering angle detection unit F4, and an angular velocity detection unit F5, as shown in FIG. The detection unit 301 receives sensor signals (electrical signals) from the detection device group 8 .

Here, the detection device group 8 includes a vehicle speed detection device 81, a pedaling force detection device 82, a rotation detection device 83, a steering angle detection device 84, and an angular velocity detection device 85, as shown in FIG.

Vehicle speed detector F1 detects the vehicle speed of bicycle 100 as detected speed V0. Vehicle speed detection unit F<b>1 detects the vehicle speed of bicycle 100 based on a sensor signal from vehicle speed detection device 81 . The vehicle speed detection device 81 detects, for example, the rotational state of the wheel 20 (for example, the rear wheel 202) of the bicycle 100. FIG. Vehicle speed detection device 81 includes, for example, a magnet and a speed sensor. The magnets are located on the rear wheel 202 and rotate with the rear wheel 202 . The speed sensor is a Hall IC that detects the magnetic force of a magnet. The speed sensor is attached to the chain stay 77 of the frame 7, for example. A speed sensor detects the magnetic force of a magnet using, for example, the Hall effect. The speed sensor outputs a sensor signal based on the detection result to the control system 3 . The vehicle speed detection unit F1 detects the rotation state of the rear wheel 202 once, for example, each time the rear wheel 202 rotates once, based on the sensor signal from the speed sensor. Vehicle speed detection unit F1 detects the vehicle speed of bicycle 100 based on, for example, the number of rotations of rear wheel 202 per unit time and the diameter of rear wheel 202 . The vehicle speed detection unit F1 may detect the rotational state of the front wheels 201 in addition to or instead of the rear wheels 202. In this case, the magnets are arranged on the front wheels 201 and rotate together with the front wheels 201. The vehicle speed detection unit F1 calculates the current vehicle speed of the bicycle 100 and uses it for assist control and the like.

A pedaling force detection unit F2 detects a pedaling force as a human driving force. The pedaling force detection unit F2 detects the pedaling force based on the sensor signal from the pedaling force detection device 82 . The pedaling force detection device 82 includes, for example, a torque sensor. The torque sensor is attached to the crankshaft 29, for example. The torque sensor senses the input torque to the pedal 26 using, for example, the magnetostrictive effect. The torque sensor outputs a sensor signal based on the input torque to control system 3 . The pedaling force detection unit F2 calculates a pedaling force (manpower driving force) from the detection result of the torque sensor or the like, and uses the calculation result for assist control or the like.

The rotation detector F3 detects the rotation state of the motor 50 . Rotation detector F3 detects the rotation state of motor 50 based on the sensor signal from rotation detector 83 . Rotation detection device 83 includes a rotating member and a rotation sensor in motor 50 . The rotating member is attached to the outer peripheral surface of the output shaft of the motor 50 and rotates together with the output shaft. The rotating member is composed of, for example, a member in which magnets are embedded so that their magnetic poles alternate in the circumferential direction, or magnets that are magnetized so that their magnetic poles alternate in the circumferential direction. The rotation sensor is a Hall IC that detects the magnetic force of the magnet of the rotating member. The rotation sensor is provided facing the rotating member. The rotation sensor outputs a sensor signal to the control system 3 indicating changes in the magnetic field as the rotating member rotates. The rotation detector F3 determines whether the motor 50 is being driven based on the sensor signal from the rotation sensor. Thereby, the control system 3 can determine whether the motor 50 is being driven or stopped.

The steering angle detection unit F4 detects the absolute value of the steering angle of the bicycle 100 as the detected angle θ0. The “rudder angle of the bicycle 100 ” here is the rudder angle (steering angle) of the front wheel 201 of the bicycle 100 . In the bicycle 100 of this embodiment, the rudder angle (steering angle) of the front wheel 201 is equal to the turning angle of the handle 23 . The steering angle detection section F4 detects the absolute value of the steering angle of the bicycle 100 based on the sensor signal from the steering angle detection device 84 . Here, the steering angle detection device 84 detects the steering angle of the bicycle 100 in a state where the steering angle is less than the first threshold angle θ1, in a state where the steering angle is greater than or equal to the first threshold angle θ1 and less than the second threshold angle θ2, and in a state where the steering angle is greater than or equal to the first threshold angle θ1 and less than the second threshold angle θ2. Detection is performed in the above three stages. The second threshold angle θ2 is an angle larger than the first threshold angle θ1. In this embodiment, the first threshold angle θ1 is 20 degrees and the second threshold angle θ2 is 30 degrees, but they are not particularly limited. The steering angle detection device 84 includes, for example, an outer terminal 841, an inner terminal 842, and a contact detector, as shown in FIG. The outer terminal 841 is provided on the inner peripheral surface of the head pipe 71 of the frame 7 . An insulating sheet, for example, is interposed between the outer terminal 841 and the head pipe 71 . The inner terminal 842 is provided on the outer peripheral surface of the portion of the steering column 223 of the front fork 22 that is accommodated in the head pipe 71 . An insulating sheet, for example, is interposed between the inner terminal 842 and the steering column 223 . The relative distance between the outer terminal 841 and the inner terminal 842 changes (contacts and separates) according to the steering angle of the bicycle 100 . In the example of FIG. 5, the steering angle detection device 84 has four outer terminals 841 (first left outer terminal 8411, second left outer terminal 8412, first right outer terminal 8413, and second right outer terminal 8413). 8414) and two inner terminals 842 (a left inner terminal 8421 and a right inner terminal 8422). The first left outside terminal 8411 contacts the left inside terminal 8421 when the steering wheel 23 is turned to the left at an angle equal to or greater than the first threshold angle θ1 and less than the second threshold angle θ2 (see FIG. 6). The second left outer terminal 8412 contacts the left inner terminal 8421 when the steering wheel 23 is turned to the left by an angle equal to or greater than the second threshold angle θ2. The first right outer terminal 8413 contacts the right inner terminal 8422 when the handle 23 is turned to the right at an angle equal to or greater than the first threshold angle θ1 and less than the second threshold angle θ2. The second right outer terminal 8414 contacts the right inner terminal 8422 when the handle 23 is turned to the right by an angle equal to or greater than the second threshold angle θ2. The contact detection unit includes, for example, an electric circuit that connects the outer terminal 841 and the inner terminal 842, and a sensor that determines whether the electric circuit is energized or not. The contact detector detects contact between any one of the two inner terminals 842 and any one of the four outer terminals 841 and which terminals contact each other. The contact detection section outputs a sensor signal indicating the detection result to the control system 3 . The steering angle detection section F4 detects the absolute value of the steering angle of the bicycle 100 based on the sensor signal from the contact detection section.

Angular velocity detector F5 detects the angular velocity of the steering angle of bicycle 100 as detected angular velocity ω0. Angular velocity detector F5 detects the angular velocity of the steering angle based on the sensor signal from angular velocity detector 85 . Angular velocity detection device 85 includes, for example, a gyro sensor. The gyro sensor is arranged inside the front fork 22, for example, but the place of arrangement is not particularly limited, and it may be arranged inside the handlebar 23 or the like. The gyro sensor outputs a sensor signal based on the amount of change in steering angle (angular velocity) of the bicycle 100 to the control system 3 . The angular velocity detector F5 detects the angular velocity of the steering angle based on the detection result of the gyro sensor.

The drive control unit 302 determines the power to be output from the motor 50 ( assist torque). The drive control unit 302 controls the motor 50 by outputting a drive control signal so that the motor 50 rotates at a predetermined rotational speed. Note that the restriction unit 300 will be described in detail in the next section.

The storage unit 32 is composed of a readable/writable memory. The storage unit 32 is, for example, a flash memory. The storage unit 32 is provided outside the processing unit 30 , but may be provided inside the processing unit 30 . That is, the storage unit 32 may be a built-in memory of the processing unit 30 . The storage unit 32 stores various data relating to assist control and the like.

(2.3.5) Limiter The limiter 300 limits the assist ratio (the upper limit of the assist ratio) of the power from the motor 50 to the human-powered driving force.

Specifically, based on the detected speed V0 detected by the vehicle speed detector F1, the detected angle θ0 detected by the steering angle detector F4, and the detected angular velocity ω0 detected by the angular velocity detector F5, the limiter 300 , to limit the assist ratio.

The limiting unit 300 limits the assist ratio to "0" when the detected angular velocity ω0 (the angular velocity of the steering angle of the bicycle 100) detected by the angular velocity detecting unit F5 is greater than or equal to the threshold angular velocity ω1. When the detected angular velocity ω0 is equal to or greater than the threshold angular velocity ω1, the limiter 300 sets the assist ratio to "0" regardless of the detected angle θ0 detected by the steering angle detector F4 and the detected speed V0 detected by the vehicle speed detector F1. ”. Drive control unit 302 stops rotation of motor 50 based on the assist ratio (“0”) determined by limiting unit 300 . As a result, when the angular velocity of the steering angle of the bicycle 100 (handlebar 23) is equal to or greater than the threshold angular velocity ω1, the power output from the motor 50 is stopped. Therefore, for example, when the user turns the steering wheel 23 rapidly, the possibility of the bicycle 100 moving unexpectedly (for example, moving forward) is reduced, and the occurrence of a situation in which the user riding the bicycle 100 loses balance is suppressed. be.

When the detected angular velocity ω0 is less than the threshold angular velocity ω1 and the detected angle θ0 (the steering angle of the bicycle 100) is equal to or greater than the second threshold angle θ2 (30 degrees in this embodiment), the limiting unit 300 limits the upper limit of the assist ratio. Limit to the third value A3. In this embodiment, the third value A3 is "0". When the detected angular velocity ω0 is less than the threshold angular velocity ω1 and the detected angle θ0 is equal to or greater than the second threshold angle θ2, the limiting unit 300 sets the upper limit of the assist ratio to a third value A3 (in this embodiment, , the assist ratio to "0"). Drive control unit 302 stops rotation of motor 50 based on the assist ratio (“0”) determined by limiting unit 300 . As a result, when the steering angle of the bicycle 100 (handlebar 23) is greater than or equal to the second threshold angle θ2, the power output from the motor 50 is stopped. Therefore, for example, the possibility of the bicycle 100 moving unexpectedly by the user (for example, moving forward) while the user is turning the steering wheel 23 greatly is reduced, and the occurrence of a situation in which the user riding the bicycle 100 loses balance is suppressed. be.

When the detected angular velocity ω0 is less than the threshold angular velocity ω1, the detected velocity V0 is less than the threshold velocity V1, and the detected angle θ0 is less than the first threshold angle θ1, the limiting unit 300 sets the upper limit of the assist ratio to the first value A1. adjust. The first threshold angle θ1 (eg, 20 degrees) is an angle smaller than the second threshold angle θ2 (eg, 30 degrees). The threshold speed V1 is, for example, 10 km/h. The first value A1 is, for example, the legal upper limit of the assist ratio (see FIG. 4) determined according to the current vehicle speed. That is, in the present embodiment, the limiting unit 300 sets the assist ratio to No restrictions. The drive control unit 302 controls the operation of the motor 50 while referring to the detected speed V0 and the pedaling force detected by the pedaling force detection unit F2. The drive control unit 302 controls the operation of the motor 50 so that the assist ratio approaches "2", for example.

When the detected angular velocity ω0 is less than the threshold angular velocity ω1, the detected velocity V0 is less than the threshold velocity V1, and the detected angle θ0 is greater than or equal to the first threshold angle θ1 and less than the second threshold angle θ2, the limiting unit 300 sets the upper limit of the assist ratio. to a second value A2. The second value A2 is a value smaller than the first value A1. Specifically, when the detected angular velocity ω0 is less than the threshold angular velocity ω1, the detected velocity V0 is less than the threshold velocity V1, and the detected angle θ0 is greater than or equal to the first threshold angle θ1 and less than the second threshold angle θ2 , the upper limit of the assist ratio is limited to a value smaller than "2". For example, the limiting unit 300 may limit the upper limit of the assist ratio to half or less of the first value A1, or limit the assist ratio to "0". In other words, the second value A2 may be half or less of the first value A1 (a value of "1" or less), or may be "0". The drive control unit 302 controls the operation of the motor 50 based on the upper limit of the assist ratio (second value A2) limited by the limiting unit 300, while referring to the detected speed V0 and the pedal force detected by the pedal force detecting unit F2. Control. Specifically, the drive control unit 302 controls the operation of the motor 50 so that the assist ratio is equal to or lower than the "second value A2". Note that when the second value A2 is smaller than the third value A3, the upper limit of the assist ratio is (the second from value A2 to a third value A3), the bicycle 100 may accelerate rapidly. Therefore, it is desirable that the second value A2 is equal to or greater than the third value A3.

Limiting unit 300 does not limit the assist ratio when detected angular velocity ω0 is less than threshold angular velocity ω1, detected velocity V0 is equal to or greater than threshold velocity V1, and detected angle θ0 is less than second threshold angle θ2. The drive control unit 302 controls the operation of the motor 50 while referring to the detected speed V0 and the pedaling force detected by the pedaling force detection unit F2. Specifically, the drive control unit 302 controls the operation of the motor 50 so that the legal upper limit of the assist ratio (see FIG. 4) is determined according to the current vehicle speed.

(2.4) Description of Operation The operation of the control system 3 will be described below with reference to FIG.

The detection unit 301 receives a sensor signal from the detection device group 8 (S1).

The limiting unit 300 determines whether or not to limit the assist ratio and the degree of limitation based on the sensor signal. Specifically, the limiting unit 300 determines whether or not the detected angular velocity ω0 is greater than or equal to the threshold angular velocity ω1 (S2). If the detected angular velocity ω0 is greater than or equal to the threshold angular velocity ω1 (S2: Yes), the limiting unit 300 limits the assist ratio to "0" (S6). Further, when the detected angular velocity ω0 is less than the threshold angular velocity ω1 (S2: No), the limiting unit 300 determines whether or not the detected angle θ0 is equal to or greater than the second threshold angle θ2 (S3). If the detected angle θ0 is greater than or equal to the second threshold angle θ2 (S3: Yes), the limiter 300 limits the upper limit of the assist ratio to the third value A3 (S7).

If the detected angle θ0 is less than the second threshold angle θ2 (S3: No), the limiting unit 300 determines whether or not the detected speed V0 is equal to or greater than the threshold speed V1 (S4). If the detected speed V0 is equal to or greater than the threshold speed V1 (S4: Yes), the limiter 300 does not limit the assist ratio (S8). If the detected speed V0 is less than the threshold speed V1 (S4: No), the limiting unit 300 determines whether or not the detected angle θ0 is greater than or equal to the first threshold angle θ1 (S5). When the detected angle θ0 is less than the first threshold angle θ1 (S5: No), the limiter 300 adjusts the upper limit of the assist ratio to the first value A1 (the assist ratio is not limited in this embodiment: S9). If the detected angle θ0 is greater than or equal to the first threshold angle θ1 (S5: Yes), the limiter 300 limits the upper limit of the assist ratio to the second value A2 (S9).

The drive control unit 302 generates a drive control signal for the motor 50 based on the current vehicle speed, the pedaling force detected by the pedaling force detection unit F2, and the content determined by the limiting unit 300, outputs the signal to the motor 50, and controls the motor 50. control (S10).

As described above, according to the control system 3 of the present embodiment, there is an advantage that it is difficult to lose balance when the motorized vehicle 120 using the control system 3 is started.

(3) Modifications The embodiment described above is merely one of various embodiments of the present disclosure. The above-described embodiment can be modified in various ways according to design and the like, as long as the object of the present disclosure can be achieved. Also, functions similar to those of the control system 3 according to the above embodiment may be embodied by a control method, a computer program, or a non-temporary recording medium recording a computer program.

One aspect of the control method is a control method used in a powered vehicle 120 having a power mechanism 5 for transmitting power to the wheels 20 to assist the rotation of the wheels 20 . The control method includes a steering angle detection step (S1) for detecting the absolute value of the steering angle of the motorized vehicle 120 as the detection angle θ0, and a vehicle speed detection step (S1) for detecting the vehicle speed of the motorized vehicle 120 as the detection speed V0. , limiting steps (S2 to S9) for limiting the assist ratio of power to manpower driving force. In the limiting step, when the detected angle θ0 is less than the first threshold angle θ1 (S5: No) and the detected speed V0 is less than the threshold speed V1 (S4: No), the upper limit of the assist ratio is adjusted to the first value A1. (S9) including. In the limiting step, the detected angle θ0 is greater than or equal to the first threshold angle θ1 (S5: Yes) and less than the second threshold angle θ2 larger than the first threshold angle θ1 (S3: No), and the detected speed V0 is less than the threshold speed V1 ( S4: No) includes limiting the upper limit of the assist ratio to a second value A2 smaller than the first value A1 (S10). In the limiting step, when the detected angle θ0 is greater than or equal to the second threshold angle θ2 (S3: Yes), regardless of the detected speed V0, the upper limit of the assist ratio is limited to a third value A3 smaller than the first value A1 (S7 ).

A program of one aspect causes a computer system to execute the control method of the above aspect. A non-transitory recording medium of one aspect records the program of the above aspect.

Modifications of the above embodiment are listed below. Modifications described below can be applied in combination as appropriate.

The control system 3 in this disclosure includes a computer system. A computer system is mainly composed of a processor and a memory as hardware. The function of the drive system 1 in the present disclosure is realized by the processor executing a program recorded in the memory of the computer system. The program may be recorded in advance in the memory of the computer system, may be provided through an electric communication line, or may be recorded in a non-temporary recording medium such as a computer system-readable memory card, optical disk, or hard disk drive. may be provided. A processor in a computer system consists of one or more electronic circuits, including semiconductor integrated circuits (ICs) or large scale integrated circuits (LSIs). The integrated circuit such as IC or LSI referred to here is called differently depending on the degree of integration, and includes integrated circuits called system LSI, VLSI (Very Large Scale Integration), or ULSI (Ultra Large Scale Integration). In addition, a field-programmable gate array (FPGA) that is programmed after the LSI is manufactured, or a logic device capable of reconfiguring the bonding relationship inside the LSI or reconfiguring the circuit partitions inside the LSI may also be adopted as the processor. can be done. A plurality of electronic circuits may be integrated into one chip, or may be distributed over a plurality of chips. A plurality of chips may be integrated in one device, or may be distributed in a plurality of devices. A computer system, as used herein, includes a microcontroller having one or more processors and one or more memories. Accordingly, the microcontroller also consists of one or more electronic circuits including semiconductor integrated circuits or large scale integrated circuits.

Moreover, it is not an essential configuration that a plurality of functions of the control system 3 are integrated in one housing. The components of the control system 3 may be distributed over multiple housings. Conversely, multiple functions in control system 3 may be combined in one housing. Furthermore, at least part of the functions of the control system 3 may be realized by a cloud (cloud computing) or the like.

Motorized vehicle 120 is not limited to electrically assisted vehicle 110 . In one modification, the motorized vehicle 120 may be an electric bicycle that can be moved only by the power from the power mechanism 5 (motor 50).

The electrically-assisted vehicle 110 is not limited to the electrically-assisted bicycle 100 (electrically-assisted two-wheeled vehicle). In one variation, the electrically-assisted vehicle 110 may be an electrically-assisted unicycle, tricycle, four-wheel vehicle, or the like.

In a modified example, the electrically assisted bicycle 100 may be a bicycle that can be ridden by multiple people, such as a two-seater bicycle.

The arrangement of the outer terminal 841 and the inner terminal 842 of the steering angle detection device 84 is not limited to the example shown in FIG. In one variation, the second left outer terminal 8412 and the second right outer terminal 8414 may be integral. In one variation, the steering angle sensing device 84 may include a central inner terminal 8425 instead of the second left outer terminal 8412 and the second right outer terminal 8414 as shown in FIG. The central inner terminal 8425 contacts the first right outer terminal 8413 when the handle 23 is turned to the left by an angle equal to or greater than the second threshold angle θ2, and is turned to the right by an angle equal to or greater than the second threshold angle θ2. contacts the first left-side outer terminal 8411 when it is closed. In one modification, the steering angle detection device 84 has only one inner terminal 8420 and four outer terminals 841 (a first left outer terminal 8415, a second left outer terminal 8416, and a second left outer terminal 8416), as shown in FIG. , a first right outer terminal 8417, and a second right outer terminal 8418). The inner terminal 8420 contacts the first right outer terminal 8417 when the handle 23 is turned to the left at an angle equal to or greater than the first threshold angle θ1 and less than the second threshold angle θ2, and the angle is equal to or greater than the second threshold angle θ2. contacts the second right outer terminal 8418 when cut to the left at . In addition, the inner terminal 8420 contacts the first right outer terminal 8417 when the handle 23 is turned to the right at an angle equal to or greater than the first threshold angle θ1 and less than the second threshold angle θ2, and the inner terminal 8420 contacts the first right outer terminal 8417 and the second threshold angle θ2 or more. contacts the second right outer terminal 8418 when cut to the right at an angle of . Note that the arrangement of the outer terminals 841 and the inner terminals 842 is not limited to the above example.

In a modified example, the steering angle detection device 84 may detect the steering angle of the bicycle 100 in four or more steps. In that case, the number and arrangement of terminals may be appropriately set.

In a modified example, the steering angle detection device 84 is not limited to a structure that detects contact between the outer terminal 841 and the inner terminal 842, and may be a magnetic angle sensor or the like.

In a modified example, the rudder angle detector F4 may detect the rudder angle of the bicycle 100 based on the angular velocity detected by the angular velocity detector 85. FIG.

In a variant, the drive system 1 may have multiple motors 50 . For example, each of the front wheel 201 and the rear wheel 202 may be provided with a hub motor.

In one modification, the first value A1 may not be a fixed value, but may be a value that varies according to the detected speed V0, for example. In one variation, the second value may not be a fixed value, but may be a value that varies according to the detected speed V0, for example.

In a modified example, the limiting unit 300 is configured such that even when the detected angular velocity ω0 is less than the threshold angular velocity ω1, the detected velocity V0 is equal to or greater than the threshold velocity V1, and the detected angle θ0 is less than the second threshold angle θ2, for example, the detected angle θ0 The upper limit of the assist ratio may be restricted according to .

(4) Summary As described above, the control system (3) of the first aspect includes a power mechanism (5) for transmitting power to the wheels (20) to assist the rotation of the wheels (20). A control system (3) used in a trailer vehicle (120). The control system (3) includes a steering angle detection unit (F4) that detects the absolute value of the steering angle of the motorized vehicle (120) as a detection angle (θ0), and a vehicle speed of the motorized vehicle (120) that is detected as a detection speed (V0 ), and a limiting unit (300) for limiting the assist ratio of the motive power to the manpower driving force. When the detected angle (θ0) is less than the first threshold angle (θ1) and the detected speed (V0) is less than the threshold speed (V1), the limiter (300) sets the upper limit of the assist ratio to the first value (A1). adjust to When the detected angle (θ0) is greater than or equal to the first threshold angle (θ1) and less than the second threshold angle (θ2) and the detected speed (V0) is less than the threshold speed (V1), the limiter (300) adjusts the assist ratio is limited to a second value (A2). The second threshold angle (θ2) is an angle smaller than the first threshold angle (θ1). The second value (A2) is a smaller value than the first value (A1). A limiting unit (300) limits the upper limit of the assist ratio to a third value (A3) regardless of the detected speed (V0) when the detected angle (θ0) is greater than or equal to the second threshold angle (θ2). The third value (A3) is a value smaller than the first value (A1).

According to this aspect, there is an advantage that it becomes difficult to lose balance when starting a motorized vehicle (120) using the control system (3).

In the second aspect of the control system (3), in the first aspect, the second value (A2) is greater than or equal to the third value (A3).

According to this aspect, when the steering angle changes from less than the second threshold angle (.theta.2) to the second threshold angle (.theta.2) or more, the upper limit of the assist ratio is increased to prevent sudden acceleration of the powered vehicle (120). It has the advantage that it can be suppressed.

In the control system (3) of the third aspect, in either the first or the second aspect, the third value (A3) is zero.

According to this aspect, it becomes difficult to lose balance when starting a motorized vehicle (120) using the control system (3).

In the control system (3) of the fourth aspect, in any one of the first to third aspects, the second value (A2) is less than or equal to half the first value (A1).

According to this aspect, it becomes difficult to lose balance when starting a motorized vehicle (120) using the control system (3).

In the control system (3) of the fifth aspect, in any one of the first to fourth aspects, the second value (A2) is zero.

According to this aspect, it becomes difficult to lose balance when starting a motorized vehicle (120) using the control system (3).

A sixth aspect of the control system (3) is the control system (3) of any one of the first to fifth aspects, wherein an angular velocity detector (F5) detects the angular velocity of the steering angle as a detected angular velocity (ω0). Further prepare. A limiter (300) adjusts the assist ratio to 0 when the detected angular velocity (ω0) is greater than or equal to the threshold angular velocity (ω1).

According to this aspect, it becomes difficult to lose balance when starting a motorized vehicle (120) using the control system (3).

A powered vehicle (120) of the seventh aspect comprises a control system (3) of any one of the first through sixth aspects and a body (2) holding the control system (3).

According to this aspect, there is an advantage that it becomes difficult to lose balance when starting the motorized vehicle (120).

In the powered vehicle (120) of the eighth aspect, in the seventh aspect, the power mechanism (5) is the motor (50) and the powered vehicle (120) is the electrically assisted vehicle (110) .

According to this aspect, it becomes difficult to lose balance when starting the vehicle (110) with electric power assist.

In the motorized vehicle (120) of the ninth aspect, in the eighth aspect, the electrically-assisted vehicle (110) is an electrically-assisted two-wheeled vehicle (electrically-assisted bicycle 100).

According to this aspect, it becomes difficult to lose balance when the two-wheeled vehicle with electric assist is started.

A control method of a tenth aspect is a control method used in a powered vehicle (120) having a power mechanism (5) for transmitting power to wheels (20) to assist rotation of the wheels (20). . The control method includes a steering angle detection step (S1) for detecting the absolute value of the steering angle of the motorized vehicle (120) as a detection angle (θ0), and detecting the vehicle speed of the motorized vehicle (120) as a detection speed (V0). vehicle speed detection step (S1), and limiting steps (S2 to S9) for limiting the assist ratio relating to the power with respect to the human power driving force. The limiting step is the upper limit of the assist ratio when the detected angle (θ0) is less than the first threshold angle (θ1) (S5: No) and the detected speed (V0) is less than the threshold speed (V1) (S4: No). to a first value (A1) (S9). In the limiting step, the detected angle (θ0) is greater than or equal to the first threshold angle (θ1) (S5: Yes) and less than the second threshold angle (θ2) (S3: No), and the detected speed (V0) is less than the threshold speed (V1 ) (S4: No), the upper limit of the assist ratio is limited to the second value (A2) (S10). The second threshold angle (θ2) is an angle smaller than the first threshold angle (θ1). The second value (A2) is a smaller value than the first value (A1). In the limiting step, when the detected angle (θ0) is equal to or greater than the second threshold angle (θ2) (S3: Yes), regardless of the detected speed (V0), the upper limit of the assist ratio is limited to the third value (A3) ( S7). The third value (A3) is a value smaller than the first value (A1).

According to this aspect, there is an advantage that it becomes difficult to lose balance when starting a motor-assisted two-wheeled vehicle in which the control method is used.

A program of the eleventh aspect is a program for causing a computer system to execute the control method of the tenth aspect.

According to this aspect, there is an advantage that it becomes difficult to lose balance when starting the electrically assisted two-wheeled vehicle in which the control method is executed.

2 Main Body 20 Wheel 3 Control System 300 Limiter 5 Power Mechanism 50 Motor 100 Electric Assisted Bicycle (Electric Assisted Two-Wheeled Vehicle)
110 Motor-assisted vehicle 120 Powered vehicle F1 Vehicle speed detector F4 Steering angle detector F5 Angular velocity detector θ0 Detected angle θ1 First threshold angle θ2 Second threshold angle V0 Detected speed V1 Threshold speed ω0 Detected angular speed ω1 Threshold angular speed A1 First first Value A2 Second value A3 Third value S1 Steering angle detection step, vehicle speed detection step S2 to S9 Limit step

Claims (11)

A control system for use in a powered vehicle comprising a power mechanism for transmitting power to wheels to assist rotation of the wheels,
a steering angle detection unit that detects an absolute value of the steering angle of the powered vehicle as a detection angle;
a vehicle speed detection unit that detects the vehicle speed of the motorized vehicle as a detected speed;
a limiting unit that limits an assist ratio for the power with respect to the human-powered driving force;
with
The restriction unit
adjusting the upper limit of the assist ratio to a first value when the detected angle is less than the first threshold angle and the detected speed is less than the threshold speed;
When the detected angle is equal to or greater than the first threshold angle and less than a second threshold angle larger than the first threshold angle and the detected speed is less than the threshold speed, the upper limit of the assist ratio is set smaller than the first value. restrict to a second value,
limiting the upper limit of the assist ratio to a third value smaller than the first value when the detected angle is equal to or greater than the second threshold angle, regardless of the detected speed;
control system. wherein the second value is greater than or equal to the third value;
A control system according to claim 1 . wherein the third value is 0;
3. Control system according to claim 1 or 2. wherein the second value is less than or equal to half the first value;
Control system according to any one of claims 1-3. the second value is 0;
Control system according to any one of claims 1-4. further comprising an angular velocity detector that detects the angular velocity of the steering angle as a detected angular velocity;
The limiting unit limits the assist ratio to 0 when the detected angular velocity is greater than or equal to a threshold angular velocity.
Control system according to any one of claims 1-5. A control system according to any one of claims 1 to 6;
a body holding the control system;
comprising
motorized vehicle. The power mechanism is a motor,
The powered vehicle is an electrically assisted vehicle,
A motorized vehicle according to claim 7. The electrically-assisted vehicle is an electrically-assisted two-wheeled vehicle,
A motorized vehicle according to claim 8. A control method for use in a powered vehicle comprising a power mechanism for transmitting power to wheels to assist rotation of the wheels,
a steering angle detection step of detecting an absolute value of the steering angle of the powered vehicle as a detection angle;
a vehicle speed detection step of detecting the vehicle speed of the motorized vehicle as a detected speed;
a limiting step of limiting an assist ratio for the power to the manpower drive;
including
The limiting step includes:
adjusting the upper limit of the assist ratio to a first value when the detected angle is less than the first threshold angle and the detected speed is less than the threshold speed;
When the detected angle is equal to or greater than the first threshold angle and less than a second threshold angle larger than the first threshold angle and the detected speed is less than the threshold speed, the upper limit of the assist ratio is set smaller than the first value. limiting to a second value;
limiting the upper limit of the assist ratio to a third value smaller than the first value, regardless of the detected speed, when the detected angle is equal to or greater than the second threshold angle;
including,
control method. A program for causing a computer system to execute the control method according to claim 10.

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