Controller for power-assisted vehicle and power-assisted vehicle

Abstract

To provide an energy-saving technique for a power-assisted vehicle.SOLUTION: A controller has: (A) a setting section which identifies a start type for each start and sets a first condition for shifting to a first power reducing sate on the basis of the identified start type; and (B) a control section which determines whether or not the first condition is satisfied and if the first condition is satisfied, automatically shift to a first power saving state. The controller has: (C) a setting section which sets the first condition for automatically shifting to a power reducing state on the basis of a stopping frequency of a power-assisted vehicle within a prescribed period or a statistic of the duration of a prescribed state for automatically shifting to a power saving state; and (D) a control section which determines whether or not the first condition is satisfied and if the first condition is satisfied, automatically shifts to a power saving state.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to power-saving technology for an electric assist vehicle.

Background Art

[0002] For example, Patent Document 1 discloses an electric assist vehicle that activates a control unit in a stopped state when the back electromotive force of a motor reaches a predetermined level or higher by, for example, running, before an operation start instruction is given by a power switch. However, conversely, there is no particular mention of automatically transitioning a control unit in an operating state to a stopped state, and power saving is not considered.

[0003] On the other hand, for example, Patent Document 2 discloses an electric bicycle including a timer that starts when it is determined that a motor current value obtained by motor current detection means is below a certain value, and an energy saving determination means that switches a circuit to an energy saving mode when an integrated value of the timer becomes a certain value or more. In such a technology, if the threshold value setting for the integrated value of the timer is not appropriate, the activation state becomes unnecessarily long, leading to battery consumption.

[0004] Also, for example, Patent Document 3 discloses an electric bicycle with a motor having an external signal determination means that outputs a timer start signal that turns on when it is determined that both a vehicle speed signal and a pedaling force signal are below a certain level, a timer that starts based on the on state of the timer start signal and resets based on the off state, and an energy saving determination means that switches a circuit to an energy saving mode when an integrated value of the timer becomes a certain value or more. In such a technology as well, if the threshold value setting for the integrated value of the timer is not appropriate, the activation state becomes unnecessarily long, leading to battery consumption.

[0005] Thus, while there are technologies that rely on measuring the duration of a certain state using a timer, energy savings cannot be achieved unless the threshold value for the timer is set appropriately. Furthermore, while Patent Document 1 describes a system that can automatically activate the control unit even without a power switch, Patent Documents 2 and 3 do not consider the situation of having no power switch, and these differences in circumstances are not discussed at all. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2018-58577 [Patent Document 2] Japanese Patent Publication No. 2000-16372 [Patent Document 3] Japanese Patent Application Publication No. 6-255563 [Overview of the project] [Problems that the invention aims to solve]

[0007] Therefore, in one aspect, an object of the present invention is to provide a new energy-saving technology for electric assist vehicles. [Means for solving the problem]

[0008] A control device according to a first aspect of the present invention includes (A) a setting unit that identifies the type of startup each time it is started and sets a first condition for transitioning to a first power-saving state based on the identified startup type, and (B) a control unit that determines whether or not the first condition is met and, if the first condition is met, automatically transitions to a first power-saving state.

[0009] A control device according to a second aspect of the present invention includes (A) a setting unit that sets a first condition for automatically transitioning to a power-saving state based on the frequency of stopping of an electric assist vehicle within a predetermined period or a statistical amount of the time that a predetermined state for automatically transitioning to a power-saving state continues, and (B) a control unit that determines whether or not the first condition is met and, if the first condition is met, automatically transitions to a power-saving state. [Effects of the Invention]

[0010] From one perspective, this will lead to further energy savings in electric-assist vehicles. [Brief explanation of the drawing]

[0011] [Figure 1] Figure 1 shows the external appearance of an electric assist bicycle in an embodiment. [Figure 2A] Figure 2A shows an example configuration of a motor drive control device and battery pack. [Figure 2B] Figure 2B shows an example of the configuration of a startup decision circuit. [Figure 3] Figure 3 shows an example of the functional configuration of the control unit according to the first to fifth embodiments. [Figure 4] Figure 4 shows the processing details of the state control unit. [Figure 5] Figure 5 shows the processing flow of the setting unit in the first embodiment. [Figure 6] Figure 6 shows the processing flow of the setting unit in the second embodiment. [Figure 7] Figure 7 shows the processing flow of the setting unit in the second embodiment. [Figure 8] Figure 8 shows the processing flow of the setting unit in the third embodiment. [Figure 9] Figure 9 shows the processing flow of the setting unit in the fourth embodiment. [Figure 10] Figure 10 shows the processing flow of the setting unit in the fifth embodiment. [Figure 11]FIG. 11 is a diagram showing a functional configuration example of a control unit according to the sixth and seventh embodiments. [Figure 12] FIG. 12 is a diagram showing a processing flow of a setting unit in the sixth embodiment. [Figure 13] FIG. 13 is a diagram showing a processing flow of a setting unit in the sixth embodiment. [Figure 14] FIG. 14 is a diagram showing an example of processing in the sixth embodiment. [Figure 15] FIG. 15 is a diagram showing a processing flow of a setting unit in the seventh embodiment. [Figure 16] FIG. 16 is a diagram showing an example of processing in the seventh embodiment. Embodiments for Carrying Out the Invention

[0012] Hereinafter, embodiments of the present invention will be described by taking an example of an electric assist bicycle, which is an example of an electric assist vehicle. However, the embodiments of the present invention are not limited to being applied only to electric assist bicycles, and are also applicable to motor control devices and the like for motors that assist the movement of a moving body (for example, a trolley, a wheelchair, a lift, etc.) that moves according to human power.

[0013] [Embodiment 1] FIG. 1 is an external view showing an example of an electric assist bicycle, which is an example of an electric assist vehicle in the present embodiment. This electric assist bicycle 1 is equipped with a motor drive device. The motor drive device includes a battery pack 101, a motor control device 102, a torque sensor 103, a crank rotation sensor 104, a motor 105, an operation panel 106, and a brake sensor 107.

[0014] In addition, the electric assist bicycle 1 also has a front wheel, a rear wheel, a headlight, a freewheel, a transmission, a stand, a key for anti-theft, etc.

[0015] The battery pack 101 is, for example, a lithium-ion secondary battery, but it may also be a different type of battery, such as a lithium-ion polymer secondary battery or a nickel-metal hydride storage battery. The battery pack 101 supplies power to the motor 105 via the motor control device 102, and during regeneration, it is also charged by the regenerative power from the motor 105 via the motor control device 102.

[0016] The torque sensor 103 is located around the crankshaft and detects the force applied to the crank by the occupant (i.e., input torque), and outputs the detection result to the motor control device 102. Similarly, the crank rotation sensor 104 is located around the crankshaft and outputs a signal corresponding to the rotation of the crank to the motor control device 102.

[0017] Motor 105 is, for example, a well-known three-phase DC brushless motor, and is mounted, for example, on the front wheel of an electric assist bicycle 1. Motor 105 rotates the front wheel, and the rotor is connected to the front wheel so that the rotor rotates in accordance with the rotation of the front wheel. Furthermore, motor 105 is equipped with a rotation sensor such as a Hall element and outputs rotor rotation information (i.e., a Hall signal) to the motor control device 102.

[0018] The motor control device 102 performs predetermined calculations based on signals from the motor 105's rotation sensor, torque sensor 103, crank rotation sensor 104, etc., to control the drive of the motor 105 and also controls regenerative braking by the motor 105.

[0019] The control panel 106 receives inputs from the occupant, such as instructions regarding the presence or absence of assistance (i.e., turning the power switch on and off), and, if assistance is enabled, the desired assistance ratio, and outputs these instructions to the motor control device 102. The control panel 106 may also have a function to display data such as distance traveled, travel time, calories consumed, and regenerative power, which are calculated by the motor control device 102. The control panel 106 may also have a display unit using LEDs (Light Emitting Diodes), for example, to show the driver the charge level of the battery pack 101, its on / off status, and the mode corresponding to the desired assistance ratio.

[0020] The brake sensor 107 detects the occupant's brake operation and outputs a signal related to the brake operation (for example, a signal indicating whether the brakes are applied) to the motor control device 102. Specifically, it is a sensor that uses a magnet and a reed switch.

[0021] Although not shown in Figure 1, the electric assist bicycle 1 may also have an illuminance sensor to determine whether or not to turn on the headlight, a sensor to detect whether or not the stand is up, and a sensor to detect whether or not the anti-theft lock is locked. The battery pack 101 may also have a button to display the battery level. Furthermore, the motor control device 102 may have a wireless communication unit for communicating with external terminals. In addition, a sensor may be provided to detect the rotation of the wheel rather than the rotation of the motor 105.

[0022] Figure 2A shows an example of the configuration of the motor drive control device 102 and battery pack 101 according to this embodiment. Figure 2A shows the state in which the battery pack 101 and the motor drive control device 102 are connected. The motor drive control device 102 is connected to a headlight 108, which is controlled by the motor drive control device 102 to turn on and off, as well as a torque sensor 103, an operation panel 106, a brake sensor 107, a motor 105, etc.

[0023] The battery pack 101 according to this embodiment includes a battery management system 1010 called a BMS (Battery Management System) and battery cells 1015. The battery management system 1010 includes a sensor 1011 and a control unit 1012.

[0024] Sensor 1011 is a sensor for observing the internal state of the battery pack 101, such as the temperature of the battery cell 1015 and a switch (not shown), the overall voltage of the battery cell 1015, and the voltage of each cell contained within the battery cell 1015. The control unit 1012 is implemented, for example, by a microprocessor that executes a predetermined program, and has functions such as battery state monitoring, charge / discharge control, and communication with the motor drive control device 102.

[0025] The battery pack 101 is connected to the motor drive control device 102 by a connection part a for power supply and charging, a connection part b for communication, and a connection part c for grounding. In addition, a connection part for outputting the status of the battery pack 101 may also be provided. Furthermore, there may be multiple communication connection parts b.

[0026] Furthermore, the motor drive control device 102 according to this embodiment includes a bridge circuit containing FETs (Field Effect Transistors) S11 to S16, FET_S17, a motor drive control unit 1023, diodes D1 to D3, capacitors C1 and C2, switches S1 to S3, FET_SW1, a DC / DC converter 1021, a control system 1022, and a start-up determination circuit 1024. Note that an FET is also a type of switch.

[0027] The motor drive control unit 1023 controls the switching of FETs S11 to S17 in response to instructions from the control system 1022. For example, when the motor 105 is driven for power or regenerative driving, FET S17 is turned on, and FETs S11 to S16 are turned on or off in a predetermined pattern. The motor drive control unit 1023 receives power from the DC / DC converter 1021.

[0028] The DC / DC converter 1021 converts the output voltage of the battery pack 101 into voltages for the control panel 106, headlights 108, and control system 1022, and outputs them to the control panel 106, headlights 108, and control system 1022, etc. Therefore, the DC / DC converter 1021 is connected to the power supply and charging connection part a via FET_SW1. The drain of FET_SW1 is connected to the DC / DC converter 1021, the source of FET_SW1 is connected to the power supply and charging connection part a, and the gate of FET_SW1 is connected to one end of switches S1 to S3. A capacitor C2 is connected between the line connected to connection part a and the line connected to connection part c.

[0029] Switches S1 through S3 are connected in parallel, and when any of them are turned on, FET_SW1 turns on, supplying power from the battery pack 101 to the DC / DC converter 1021. Typically, when the driver presses the power switch on the control panel 106 to operate the motor drive control device 102, switch S1 is turned on, supplying power from the battery pack 101 to the DC / DC converter 1021, and further supplying power to the control system 1022. This starts the control system 1022 and turns on switch S2. Switch S1 is only on while the power switch is pressed, and the control system 1022 starts up during this time. During startup, the control system 1022 keeps switch S2 on.

[0030] In this embodiment, in addition to the above configuration, a switch S3 and an auxiliary unit 1028 are included as components to assist in starting the control system 1022. The auxiliary unit 1028 includes a startup determination circuit 1024, a capacitor C1, and diodes D1 to D3. Figure 2A shows an example in which diodes D1 to D3 are provided, but any one or two of them may be used. The more diodes there are, the more stable the output voltage becomes.

[0031] The anode of diode D1 is connected to the connection between the source of FET_S11 and the drain of FET_S12, the anode of diode D2 is connected to the connection between the source of FET_S13 and the drain of FET_S14, and the anode of diode D3 is connected to the connection between the source of FET_S15 and the drain of FET_S16. The cathodes of diodes D1 to D3 are connected to one end of capacitor C1 and the input of the startup determination circuit 1024. The other end of capacitor C1 is connected to the ground connection c. As a result, when the power switch is not on and FET_S11 to S16 are not performing power driving or regenerative driving, the voltage due to the back electromotive force generated when the motor 105 rotates is rectified, and the rectified voltage is input to the startup determination circuit 1024.

[0032] Since a back electromotive force proportional to the rotational speed of the motor 105 is generated, a voltage above a predetermined voltage is generated when the rotational speed exceeds a certain level. The start-up determination circuit 1024 then determines whether or not the voltage is above the predetermined voltage.

[0033] The startup determination circuit 1024 is connected to the control system 1022. When the control system 1022 is not running, the startup determination circuit 1024 turns on switch S3 when the rectified voltage exceeds a predetermined voltage. This turns on FET_SW1, so normally power is supplied from the battery pack 101 to the DC / DC converter 1021, and the control system 1022 starts up. When the control system 1022 starts up, it turns on switch S2 as described above. Therefore, the control system 1022 instructs the startup determination circuit 1024 to turn off switch S3. Then, in response to the instruction, the startup determination circuit 1024 turns off switch S3.

[0034] Figure 2B shows an example of the startup determination circuit 1024. The startup determination circuit 1024 includes a comparator 2401, a power supply Vref, a NOT gate 2402, and an AND gate 2403. The positive input terminal of the comparator 2401 is connected to the cathodes of diodes D1 to D3, and the negative input terminal is connected to the positive terminal of the power supply Vref. The negative terminal of the power supply Vref is grounded. In other words, the comparator 2401 determines whether the voltage due to the back electromotive force of the motor 105 is greater than or equal to Vref. If the voltage due to the back electromotive force of the motor 105 is greater than or equal to Vref, it outputs high, and if the voltage due to the back electromotive force of the motor 105 is less than Vref, it outputs low. The input of the NOT gate 2402 is connected to the control system 1022. The control system 1022 outputs high when it is running and low when it is stopped. Therefore, the NOT gate 2402 outputs low when it is running and high when it is stopped. The first input of the AND circuit 2403 is connected to the output of the NOT circuit 2402, and the second input is connected to the output of the comparator 2401. That is, the AND circuit 2403 outputs high to turn on switch S3 when the control system 1022 is stopped and the voltage due to the back electromotive force of the motor 105 is greater than or equal to Vref. On the other hand, the AND circuit 2403 outputs low to turn off switch S3 when the control system 1022 is running or when the voltage due to the back electromotive force of the motor 105 is less than Vref. The comparator 2401, NOT circuit 2402, and AND circuit 2403 may be composed of passive circuit elements, or a circuit configuration that operates using the back electromotive force of the motor 105 may be adopted, or a circuit configuration that supplies power from a sub-power source other than the battery pack 101 may be adopted. In some cases, a circuit configuration that receives power from the battery pack 101 may also be adopted.

[0035] The control system 1022 receives power from the DC / DC converter 1021. The control system 1022 is also connected to the motor drive control unit 1023 and instructs the motor drive control unit 1023 to turn FETs S11 to S16 on and off in a predetermined pattern, and to turn FET S17 on and off. Furthermore, the control system 1022 is connected to the torque sensor 103, crank rotation sensor 104, operation panel 106, brake sensor 107, motor rotation sensor 105, etc. It also communicates with the battery management system 1010 of the battery pack 101 via a communication connection b, and controls the entire motor drive control device 102 based on the status of the battery pack 101, operations on the operation panel 106, and data obtained from each sensor.

[0036] The control system 1022 includes a communication unit 221 for communicating with the control unit 1012 of the battery management system 1010 in the battery pack 101, and a control unit 222 that performs various controls in cooperation with the communication unit 221. The control unit 222 includes, for example, a microprocessor 2221 that executes a predetermined program, and a memory 2222 (including RAM (Random Access Memory) and ROM (Read Only Memory), etc.) for recording the predetermined program and storing data during processing. In other words, the control functions according to this embodiment are realized when the microprocessor 2221 executes a predetermined program.

[0037] Furthermore, the various sensors connected to the control system 1022 may include an illuminance sensor for determining whether or not to turn on the headlights, a sensor for detecting whether or not the stand is up, and a sensor for detecting whether or not the anti-theft lock is locked. The control system 1022 may also be equipped with a wireless communication unit for communicating with external terminals. In addition, the BMS 1010 may display the battery level using an LED (Light Emitting Diode) when a button on the battery pack 101 is pressed, and in this embodiment, the BMS 1010 may also notify the control system 1022 via the connection unit b that this button or another button has been pressed.

[0038] Furthermore, the control system 1022 instructs the DC / DC converter 1021 to start supplying power to the headlights 108 when the illuminance is below a certain value based on the output from the illuminance sensor, or when the operation panel 106 instructs the DC / DC converter 1021 to start supplying power to the headlights 108. Similarly, the control system 1022 instructs the DC / DC converter 1021 to stop supplying power to the headlights 108 when the illuminance exceeds a certain value based on the output from the illuminance sensor, or when the operation panel 106 instructs the DC / DC converter 1021 to stop supplying power to the headlights 108.

[0039] Next, Figure 3 shows an example of the functional configuration according to this embodiment, which is realized by the control unit 222 shown in Figure 2A.

[0040] As shown in Figure 3, the control unit 222 includes a setting unit 3010 that sets a timer threshold according to the startup type, etc., and a state control unit 3020 that starts counting the timer when it detects a predefined idle state, and transitions the control system 1022 to a power-saving state or a stopped state (power-off state) when the count value reaches a threshold. Note that both the power-saving state and the stopped state are included in the power-saving state, and the stopped state may be referred to as the first power-saving state, and the power-saving state as the second power-saving state which consumes more power than the first power-saving state.

[0041] In this embodiment, the startup types include a first startup type in which the switch S3 is turned on and the control system 1022 is started when the back electromotive force of the motor 105 exceeds a predetermined level, as described above, and a second startup type in which the switch S1 is turned on and the control system 1022 is started when, for example, the power switch on the operation panel 106 is turned on. However, the startup types may also include cases in which the system is started by other methods. For example, the control system 1022 may have a wireless communication unit and be instructed to turn on the power from an external terminal via the wireless communication unit; it may have a sensor for detecting whether the anti-theft lock is locked and turn on the power in response to notification from the sensor that the lock has been unlocked; it may have a sensor for detecting whether the stand is up and turn on the power in response to notification from the sensor that the stand has been lowered; and it may also include cases in which a button is provided on the battery pack 101 and the button on the battery pack 101 is pressed.

[0042] The first type of starting is typically when the driver starts the electric assist bicycle 1 by moving it, and is therefore also called self-propelled starting. The second type of starting is also sometimes called normal starting because it is started by pressing the power switch on the control panel 106. However, it is also possible to include cases where the bicycle is started by other methods described above, without using the control panel 106 (including cases where the control panel 106 is not present), as the second type of starting.

[0043] Furthermore, the setting unit 3010 may also set a timer threshold in response to input from a predetermined sensor. This will be illustrated in a later embodiment.

[0044] The state control unit 3020 determines the no-operation state based on, for example, input from the operation panel 106, motor rotation information from the motor 105 rotation sensor, crank rotation information from the crank rotation sensor 104, brake input from the brake sensor 107, and input torque information from the torque sensor 103. Specifically, it determines that the operation panel 106 is not being operated, the motor rotation is below a threshold, the crank rotation is below a threshold, there is no brake input, and the input torque is below a threshold. All of these items may be used, or just one item may be used, or at least two items may be combined. Furthermore, for example, the vehicle speed may be detected from the motor rotation information, and the determination may be made based on that vehicle speed.

[0045] Furthermore, the states of the control system 1022, etc., include a normal state, a power-saving state, and a stopped state (also called a power-off state). The normal state is when power is supplied to each component from the battery pack 101, and the control system 1022, etc., is performing normal control on the motor drive control unit 1023, etc. The power-saving state is a state in which power consumption is reduced by turning off the headlights 108 and the display on the operation panel 106 before the system is stopped. The stopped state is a state in which the power is turned off by minimizing the power supply from the battery pack 101.

[0046] Next, the operation of the state control unit 3020 will be explained using Figure 4. When the power is turned on, the state control unit 3020 resets its internal timer (step S1). Then, the state control unit 3020 determines whether the conditions for starting time measurement by the timer have been met (step S3). The condition for starting time measurement by the timer is being in an idle state, as described above. If the conditions for starting time measurement by the timer are not met, the state control unit 3020 resets the timer (step S13). Then, the state control unit 3020 sets its own state to the normal state (step S15). Then, the process returns to step S3.

[0047] On the other hand, if the conditions for starting time measurement by the timer are met, the state control unit 3020 increments the timer count (step S5). For example, since step S3 is executed every control cycle, in step S5 the timer count value is increased by the control cycle. Then, the state control unit 3020 determines whether the timer count value is greater than or equal to the threshold TH1 (step S7). The threshold TH1 is the threshold for transitioning to the power saving state. If the timer count value is still less than the threshold TH1, the process proceeds to step S15. On the other hand, if the timer count value is greater than or equal to the threshold TH1, the state control unit 3020 sets its own state to the power saving state (step S9).

[0048] Furthermore, the state control unit 3020 determines whether the timer count value is greater than or equal to the threshold TH2 (step S11). The threshold TH2 is the threshold for transitioning to the stopped state (power off state). If the timer count value is less than the threshold TH2, the process returns to step S3. On the other hand, if the timer count value is greater than or equal to the threshold TH2, the state control unit 3020 sets its own state to the stopped state (power off state) (step S12) and powers off.

[0049] By performing this process, if no operation is performed for an extended period, the device will transition to a power-saving state, and if no operation is performed for a further period, the power will be turned off. The state control unit 3020 manages only these state transitions, and the thresholds TH1 and TH2 are processed using the values ​​set by the setting unit 3010.

[0050] Next, the processing details of the setting unit 3010 will be explained using Figure 5. When the setting unit 3010 starts up, it determines whether the current startup type of the control system 1022 is the first startup type (self-propelled startup) (step S21). If the startup type is the first startup type (self-propelled startup), the setting unit 3010 sets the first startup type (self-propelled startup) as the current startup type (step S23). Then, the setting unit 3010 sets the predetermined threshold values ​​TH1 and TH2 for the first startup type to the state control unit 3020 (step S25). Finally, it terminates its processing.

[0051] On the other hand, if the current startup type is not the first startup type (self-driving startup), the setting unit 3010 sets the current startup type to the second startup type (normal startup) (step S27). Then, the setting unit 3010 sets the predetermined threshold values ​​TH1 and TH2 for the second startup type to the state control unit 3020 (step S29). The process then ends.

[0052] In this embodiment, for example, the thresholds for the first start-up type are TH1=30 seconds and TH2=60 seconds, while the thresholds for the second start-up type are TH1=180 seconds and TH2=300 seconds. In other words, the threshold for the first start-up type is set to a shorter time than the threshold for the second start-up type. This is because drivers who start the electric assist bicycle 1 without pressing the power switch on the control panel 106 are likely to also leave the electric assist bicycle 1 unattended without pressing the power switch when stopping operation, and setting a large value for the timer threshold is undesirable from a power saving standpoint. Furthermore, since the driver does not need to be conscious of pressing the power switch, the usability for such drivers is improved. On the other hand, drivers who start the electric assist bicycle by pressing the power switch are likely to also press the power switch to turn it off, and turning off the power too early against the driver's intention would cause them to feel uncomfortable. Therefore, a general threshold is set for turning off the power after a period of inactivity.

[0053] By setting timer thresholds according to the activation type as described above, appropriate power saving can be achieved in line with the driver's tendencies. Furthermore, since power saving extends the driving range with assistance, convenience is also improved in this respect.

[0054] It should be noted that the electric assist bicycle 1 may not be equipped with the control panel 106. In this case, the setting unit 3010 will not be activated by pressing the power switch of the control panel 106, and will always determine in step S21 that it is the first activation type (self-propelled start). In this way, even without the control panel 106, it can be started by self-propelled start and will stop (power off) after only a short period of inactivity. This reduces the cost of the control panel 106 and the power consumed by the control panel 106.

[0055] [Embodiment 2] In the first embodiment, an example was shown in which the timer threshold is set based solely on the activation type, but there are cases where other factors that change over time should also be taken into consideration. The setting unit 3010 in this embodiment performs the processing shown in Figures 6 and 7.

[0056] First, upon startup, the setting unit 3010 determines whether the current startup type of the control system 1022 is the first startup type (self-propelled startup) (step S31). If the startup type is the first startup type (self-propelled startup), the setting unit 3010 sets the current startup type to the first startup type (self-propelled startup) (step S33). Then the process proceeds to step S37.

[0057] On the other hand, if the current startup type is not the first startup type (self-driving startup), the setting unit 3010 sets the current startup type to the second startup type (normal startup) (step S35). Then the process proceeds to step S37.

[0058] Subsequently, the setting unit 3010 determines whether the headlight 108 is not lit or whether the illuminance is above a certain level (step S37). For example, this determination is made by checking whether power is being supplied to the headlight 108 or whether the illuminance detected by the illuminance sensor is above a certain level. In this embodiment, in the evening or at night, if the headlight 108 is lit or the illuminance is below a certain level (for example, less than 1000 Lux), turning off the headlight 108 due to an early power off would unintentionally make the road dark, which may be inconvenient for the driver, so the determination in step S37 is made. If the headlight 108 is not lit or the illuminance is above a certain level, the process proceeds to the process in Figure 7 via terminal A, and if the headlight 108 is lit or the illuminance is below a certain level, the process proceeds to the process in Figure 7 via terminal B.

[0059] When the process moves to Figure 7 via terminal B, the setting unit 3010 determines whether or not the first startup type is set (step S45). If the first startup type is set, the setting unit 3010 sets a first threshold value that is pre-set for the first startup type (step S47). Then the process moves to step S51. On the other hand, if the second startup type is set, the setting unit 3010 sets a first threshold value that is pre-set for the second startup type (step S49). Then the process moves to step S51.

[0060] When the headlight 108 is lit or the illuminance is below a certain level, it is preferable to keep the headlight 108 lit for a longer period of time. However, when the first activation type is set, the period can be shorter than when the second activation type is set. Therefore, for the threshold TH1 included in the first threshold for the first activation type, it can be set to, for example, 180 seconds, and for the threshold TH2, to, for example, 300 seconds. For the threshold TH1 included in the first threshold for the second activation type, it can be set to, for example, 300 seconds, and for the threshold TH2, to, for example, 420 seconds.

[0061] On the other hand, when the process moves to Figure 7 via terminal A, the setting unit 3010 determines whether or not the first startup type is set (step S39). If the first startup type is set, the setting unit 3010 sets a second threshold value that is pre-set for the first startup type (step S41). Then the process moves to step S51. On the other hand, if the second startup type is set, the setting unit 3010 sets a second threshold value that is pre-set for the second startup type (step S43). Then the process moves to step S51.

[0062] If the headlights 108 are not illuminated or the illumination level is above a certain level, it is often acceptable to shorten the illumination time of the headlights 108. Furthermore, if the first activation type is set, the illumination time can be even shorter than when the second activation type is set. Accordingly, the threshold TH1 included in the second threshold for the first activation type can be set to, for example, 20 seconds, and the threshold TH2 to, for example, 30 seconds. The threshold TH1 included in the second threshold for the second activation type can be set to, for example, 40 seconds, and the threshold TH2 to, for example, 60 seconds.

[0063] The setting unit 3010 then determines whether the system is in a stopped state (power off) (step S51). If it is in a stopped state, the process ends; otherwise, the process returns to step S37 in Figure 6 via terminal C. Steps S37 to S51 are executed at each control cycle, so that the threshold setting is readjusted each time a change in the situation occurs.

[0064] This allows you to set the timer threshold according to the surrounding environment.

[0065] [Embodiment 3] In addition to the startup type, it is sometimes preferable to set a timer threshold in relation to the battery pack 101. The setting unit 3010 according to this embodiment performs the processing shown in Figures 8 and 7. Since Figure 7 is the same as described above, a detailed explanation will be omitted. Similarly, the explanation of Figure 8 will be omitted for parts that are the same as those in Figure 6.

[0066] After performing the same steps S31 to S35 as in Figure 6, the setting unit 3010 determines, for example, whether the battery pack 101 is in a predetermined state or whether its temperature is below a predetermined temperature, based on information received from the battery pack 101 (step S61). For example, if the battery charge (SOC: State Of Charge) of the battery cell 1015 is 20% or less, if the battery cell 1015 is degraded (for example, if the SOH (State Of Health) is 90% or less), or if the temperature (which may be the temperature inside the battery pack 101 or the temperature inside the motor drive control device 102) is 10° or less, it is predicted that the battery life will be poor. Therefore, if the conditions of step S61 are met, the processing from terminal A onwards, which shortens the timer threshold, is executed. On the other hand, if the conditions of step S61 are not met, it is predicted that the battery life will be the same as usual, so the processing from terminal B onwards, which lengthens the timer threshold, is executed.

[0067] This way, the timer threshold can be appropriately set according to the predicted battery life.

[0068] [Embodiment 4] In addition to the activation type, it is sometimes preferable to set the timer threshold based on the stand status. The stand status can be determined, for example, by using a sensor to detect whether the stand is up or down, or by other methods. Other methods include detecting when the stand is up using information from a speed sensor or acceleration sensor. Specifically, when the stand is raised, the front wheel rotates slightly backward, generating a negative velocity, and when the stand is fully up, the vehicle body shakes, generating acceleration. This can be detected based on these characteristics. Alternatively, when the stand is raised, the vehicle body tilt changes by several degrees, so the distance traveled is approximately zero, and the change in vehicle body tilt calculated from the acceleration sensor output is determined by the amount the stand was raised.

[0069] The setting unit 3010 according to this embodiment performs the processing shown in Figures 9 and 7. Note that Figure 7 is the same as described above, so a detailed explanation is omitted. Similarly, the explanation of Figure 8 is omitted for parts that are the same as those in Figure 6.

[0070] After performing the same steps S31 to S35 as in Figure 6, the setting unit 3010 determines whether the stand is up or down based on the output from a sensor, for example, for detecting whether the stand is up or down (step S71). If the conditions of step S71 are met, i.e., the stand is up, it is unlikely that the vehicle will immediately resume driving, so the processing from terminal A onwards is executed to shorten the timer threshold. On the other hand, if the conditions of step S71 are not met, it is highly likely that the vehicle will continue or resume driving, so the processing from terminal B onwards is executed to lengthen the timer threshold.

[0071] This allows the timer threshold to be appropriately set depending on the possibility of resuming or continuing the journey.

[0072] [Embodiment 5] In the embodiment described above, the timer threshold is basically set according to the startup type for each startup, but the startup type is often the same if the driver is the same. However, if a driver who always starts the electric assist bicycle 1 with the first startup type happens to start it with a different startup type, the different timer threshold will cause the driver to feel uncomfortable. To avoid such a situation, for example, the setting unit 3010 performs the processing shown in Figure 10 for each startup.

[0073] In other words, the setting unit 3010 determines whether the current startup type of the control system 1022 is the first startup type (self-propelled startup) (step S81). If the startup type is the first startup type (self-propelled startup), the setting unit 3010 increments the number of startups of the first type (self-propelled startup) by 1 (step S83). Then the process proceeds to step S87.

[0074] On the other hand, if the current startup type is not the first startup type (self-driving startup), the setting unit 3010 increments the startup count for the second startup type (normal startup) by 1 (step S85). Then, the process proceeds to step S87.

[0075] Subsequently, the setting unit 3010 calculates an index value based on the number of startups for each startup type and determines whether the index value exceeds the threshold TH3 (step S87).

[0076] In this embodiment, the following index values ​​are calculated to determine whether the first activation type is the primary activation type. Index value = Number of activations of the first activation type / Number of activations of the second activation type The following indicator values ​​may also be used. Index value = Number of activations of the first activation type / (Number of activations of the first activation type + Number of activations of the second activation type)

[0077] For the former index value, for example, the threshold TH3 = 2. On the other hand, for the latter index value, for example, the threshold TH3 = 0.67.

[0078] If the index value > threshold TH3, the setting unit 3010 sets the thresholds (TH1 and TH2) associated with the first activation type to the state control unit 3020 (step S89). For example, as in the first embodiment, the thresholds TH1 = 30 seconds and TH2 = 60 seconds are set.

[0079] On the other hand, if the index value is less than or equal to the threshold TH3, the setting unit 3010 sets the thresholds (TH1 and TH2) associated with the second activation type to the state control unit 3020 (step S91). For example, as in the first embodiment, the thresholds TH1 = 180 seconds and TH2 = 300 seconds are set. Then the process ends.

[0080] By performing this process, even if a different startup type is used by chance, the timer threshold corresponding to the main startup type will be set, thus preventing situations where the driver might feel something is off.

[0081] [Embodiment 6] In the embodiment described above, the timer threshold was set based on the startup type, but the timer threshold may also be set appropriately according to the driving state.

[0082] In this embodiment, the duration of a predetermined period of inactivity is measured while driving, and a timer threshold is set based on the statistical value of that duration. This allows for differentiation between situations such as stopping at a red light and parking, and automatically turns off the power when a state that can be considered parking is detected.

[0083] Next, Figure 11 shows an example of the functional configuration according to this embodiment, which is realized by the control unit 222 shown in Figure 2A.

[0084] As shown in Figure 11, the control unit 222 includes a setting unit 3010b that detects a predefined idle state, measures the duration of the idle state, and sets a timer threshold based on the statistics of the duration, and a state control unit 3020 that starts counting the timer when a predefined idle state is detected, and transitions the control system 1022 to a power-saving state or a stopped state when the count value reaches a threshold. The state control unit 3020 is the same as in the first embodiment. The method for detecting the idle state in the setting unit 3010b is also the same as in the first embodiment.

[0085] Next, the processing of the setting unit 3010b according to this embodiment will be explained with reference to Figures 12 to 14.

[0086] For example, when the control system 1022 starts up, the setting unit 3010b resets the timer used below (Figure 12: step S101). Then, the setting unit 3010b determines whether the conditions for starting time measurement by the timer have been met (step S103). Similar to step S3, the condition for starting time measurement by the timer is being in an idle state as described above.

[0087] If the conditions for starting time measurement are met, the setting unit 3010b counts up the timer by the control cycle (step S105) and sets a flag to ON to indicate whether or not the conditions for starting time measurement have been met (step S107). Then, the process proceeds to the process shown in Figure 13 via terminal C. On the other hand, if the conditions for starting time measurement by the timer are not met, the setting unit 3010b determines whether or not the flag is OFF (step S109). If the flag remains OFF, the process proceeds to step S113. On the other hand, if the flag is ON, it means that an operation has started rather than being in an idle state, so the setting unit 3010b records the timer count value in, for example, a non-volatile memory such as memory 2222 (step S111). Note that, for reasons such as noise reduction, if the count value is less than a predetermined value (for example, 3 seconds), it may be configured not to record it.

[0088] Furthermore, the setting unit 3010b resets the timer (step S113) and sets the flag to OFF (step S115). Then, the process proceeds to the process shown in Figure 13 via terminal C.

[0089] In the process shown in Figure 12, an example of recording the timer count value is explained using Figure 14. Figure 14(a) shows the change in vehicle speed, (b) shows the time change of whether or not there is operation on the brakes, pedals, control panel, etc., (c) shows the time change of whether or not the conditions for starting time measurement described above are met, and (d) shows the timer count state. In this example, there is a state where there is no operation until time t1, but since the vehicle speed is greater than 0, the conditions for starting time measurement are not met. At time t1, the vehicle speed is also 0 and the vehicle is stopped, and no operation is performed, so the timer starts counting. However, at time t2, operation is performed and the vehicle speed is also greater than 0, so the conditions for starting time measurement are no longer met, and the timer count value is reset to 0. Until time t3, even if the vehicle is stopped, there may be operation, so the conditions for starting time measurement are not met. At time t3, the vehicle speed is also 0 and no operation is performed, so the timer starts counting. However, at time t4, even though the vehicle is stopped, the driver will begin to operate it, so the timer count will stop and the count value will be reset to 0. This process is repeated, and the timer count value will be recorded.

[0090] Moving on to the explanation of the process in Figure 13, the setting unit 3010b determines whether or not the timer threshold can be set (step S117). For example, if the electric assist bicycle 1 has just been purchased and put into use, the number of times the count value is recorded in step S111 may be small. If, for example, the count value has not been recorded for a predetermined number of times (e.g., 20 times), the system determines that the timer threshold cannot be set and proceeds to step S129. In addition, if the power switch is actually turned off, or if a change in the driver is detected from the crank rotation pattern, vehicle speed change pattern, etc., the previous count value record may be cleared, and then it may be determined whether or not the number of records has exceeded the predetermined number after clearing.

[0091] On the other hand, if a timer threshold can be set, the setting unit 3010b calculates statistics for the recorded count values ​​(step S119). In this embodiment, for example, the mean and standard deviation are calculated. Note that there are limitations to the capacity of the memory 2222, and considering that there may be changes in the driver, the statistics may be calculated using a fixed number of count values ​​in the immediate vicinity (for example, 30 counts). Note that a frequency distribution of the count values ​​may also be generated.

[0092] The setting unit 3010b then calculates a threshold based on the statistics (step S121). For example, the threshold is calculated as mean + 2 × standard deviation. Alternatively, for example, values ​​corresponding to predetermined percentiles may be found from the frequency distribution of count values.

[0093] The setting unit 3010b then determines whether the calculated threshold is less than or equal to a predetermined upper limit (step S123). If the calculated threshold is less than or equal to the predetermined upper limit, the setting unit 3010b sets the calculated threshold as the timer threshold (threshold TH2) in the state control unit 3020 (step S127). The process then proceeds to step S129.

[0094] On the other hand, if the calculated threshold exceeds a predetermined upper limit, the setting unit 3010b sets the upper limit as the timer threshold (threshold TH2) in the state control unit 3020 (step S125).

[0095] The setting unit 3010b then determines whether the process is complete, such as by turning off the power (step S129). If the process is not complete, the process returns to step S103 in Figure 12 via terminal D. On the other hand, if the power is off or for some other reason, the process is terminated. Steps S103 to S129 are executed at each control cycle.

[0096] By performing this process, it becomes possible to appropriately detect situations that can be considered as parked bicycles, depending on the driver's actual usage, which leads to power savings.

[0097] Furthermore, for step S117, a mechanism may be provided to detect a change in the driver. For example, a significant change in weight may be interpreted as a change in the driver. Alternatively, a change in the activation type may be interpreted as a change in the driver.

[0098] Furthermore, if the control system 1022 has a wireless communication unit and can communicate with an external terminal, for example, the timer count value may be stored on the external terminal. In particular, depending on the type of external terminal, it may be possible to detect when the driver has changed, or calculate statistical quantities and thresholds on the external terminal and set thresholds on the state control unit 3020 from the external terminal.

[0099] In the example described above, only the threshold TH2 was set, but it is also possible to set a threshold TH1. In that case, threshold TH1 may be calculated from threshold TH2. That is, threshold TH1 may be a predetermined percentage of threshold TH2, or it may be threshold TH2 minus a predetermined time, or threshold TH1 may be calculated using another formula.

[0100] [Embodiment 7] Other methods exist for setting the timer threshold according to driving conditions. For example, when driving in urban areas where stopping is frequent, if the power is automatically turned off after a short period of inactivity, the power will turn off immediately even when stopping at a red light, which can be annoying for the driver. On the other hand, when driving in suburban areas where stopping is infrequent, stops are often for rest, so if the power is not automatically turned off unless the period of inactivity is long, it is undesirable from a power saving perspective. For these reasons, the timer threshold is appropriately set by performing the process shown in Figure 15.

[0101] First, when the control system 1022 is started, the setting unit 3010b starts measuring with a second timer for recording the stopping timing (step S131). Then, the setting unit 3010b determines whether the previous vehicle speed was greater than or equal to the threshold TH31 and whether the current vehicle speed is less than or equal to the threshold TH31 (step S133). The current vehicle speed may be calculated, for example, from motor rotation information, or if there is a speed sensor, the output of the speed sensor may be used. The threshold TH31 is the speed that the electric assist bicycle 1 must pass when transitioning from a running state to a stopped state, for example, about 3 km / h. By setting it in this way, the timing of transitioning to a stop can be set as the stopping timing, and false detection of the stopping timing can be suppressed. As an example of further variation, the stopping timing may be set as the timing when the current vehicle speed first becomes 0 after passing the threshold TH31. This is a more accurate stopping timing and reduces the risk of misjudgment. If the conditions in step S133 are not met, the process proceeds to step S137.

[0102] On the other hand, if the conditions of step S133 are met, the setting unit 3010b assumes that the electric assist bicycle 1 has stopped and records the count value of the second timer as the stopping timing in memory 2222 or the like (step S135).

[0103] Then, the setting unit 3010b extracts the stopping timings (count values ​​of the second timer) recorded in the memory 2222 or the like that are recorded within the immediate vicinity of the fixed time period, and determines whether the number of times the stopping timing (count value of the second timer) has been recorded is equal to or greater than the threshold TH33 (step S137). For example, the predetermined period is 15 minutes, and the threshold TH33 is 4 times.

[0104] If the conditions of step S137 are met, the setting unit 3010b sets a first value (for example, 300 seconds) to be set when the conditions of step S137 are met as the timer threshold (threshold TH2) for the state control unit 3020 (step S139). On the other hand, if the conditions of step S137 are not met, the setting unit 3010b sets a second value (for example, 180 seconds) to be set when the conditions of step S137 are not met as the timer threshold (threshold TH2) for the state control unit 3020 (step S141).

[0105] Then, after step S139 or S141, the setting unit 3010b sets the current vehicle speed relative to the previous vehicle speed (step S143). The setting unit 3010b then determines whether the process is finished, such as by turning off the power (step S145). If the process is not finished, the process returns to step S133. On the other hand, if the power is turned off or for some other reason, the process is terminated. Steps S133 to S145 are executed for each control cycle.

[0106] The threshold value TH1 may be set in the same manner as in the sixth embodiment.

[0107] The timer threshold setting in this embodiment will be explained using the example shown in Figure 16. Figure 16(a) shows the change in vehicle speed over time, and when the vehicle speed falls below the threshold TH32, it is determined to be stopped. Figure 16(b) shows the timing at which a stop is detected based on the vehicle speed. Figure 16(c) shows the change in the number of stops over time within the immediate vicinity, and the level of the threshold TH33 is also shown. Furthermore, Figure 16(d) shows the change in the timer threshold over time.

[0108] Electric-assist bicycle 1 travels through urban areas with frequent stops during the first half of its journey. Therefore, at time t11, the number of stops reaches the threshold TH33 (=4), and the timer threshold changes from a (e.g., 180 seconds) to b (300 seconds > a). Stops continue to be detected afterward, but since this is the number of stops within the immediate vicinity, the number of stops will increase or decrease. Subsequently, electric-assist bicycle 1 transitions to a route with fewer stops, so the number of stops gradually decreases, and at time t12, the number of stops falls below the threshold TH13, causing the timer threshold to change from b to a.

[0109] This way, the timer will be appropriately set to a threshold based on the frequency of stopping.

[0110] In this embodiment as well, a standard value may be set as the timer threshold for a certain period of time (for example, 10 minutes) after startup. This is because, since the number of stops is counted from 0, the timer threshold would be set to a low value of 'a'. However, if the timer is set to a standard value for a certain period of time after startup, it becomes possible to avoid a situation where the timer threshold is always initially a small value.

[0111] Although embodiments of the present invention have been described above, the present invention is not limited thereto. For example, depending on the purpose, any technical features in each of the embodiments described above may be deleted, any technical features described in other embodiments may be added, or technical features in different embodiments may be combined.

[0112] Furthermore, the functional block diagram described above is just an example; one functional block can be divided into multiple functional blocks, or multiple functional blocks can be integrated into a single functional block. Similarly, the processing flow can be rearranged or multiple steps executed in parallel, as long as the processing content remains the same.

[0113] The embodiments described above can be summarized as follows:

[0114] The control device according to the first aspect of this embodiment includes (A) a setting unit that identifies the type of startup each time it is started and sets a first condition (e.g., a timer threshold) for transitioning to a first power-saving state (e.g., a stopped state) based on the identified startup type, and (B) a control unit that determines whether or not the first condition is met and, if the first condition is met, automatically transitions to the first power-saving state.

[0115] For example, the preferred first condition may differ depending on the type of startup, or depending on an index value based on the number of startups for each startup type. Therefore, by performing the above processing, the first condition for automatically transitioning to the first power-saving state will be appropriately set. The startup types include those that start automatically by driving without using the power switch, those that start using the power switch, and those that start through other operations by the driver.

[0116] Furthermore, the settings section described above may also be configured to set a first condition for transitioning to the first power-saving state, which is pre-associated with the current startup type. This is because different startup types may result in different drivers and potentially different driving patterns.

[0117] Furthermore, the setting unit described above may also set a second condition for transitioning to a second power-saving state (e.g., a power-saving state) that consumes more power than the first power-saving state, which is pre-associated with the current startup type. In this case, the control unit determines whether the second condition is met, and if the second condition is met, it transitions to the second power-saving state. For example, this corresponds to a case where the system transitions to the second power-saving state before reaching the first power-saving state.

[0118] Furthermore, the setting unit described above may also set different first conditions depending on whether the lights equipped on the electric assist vehicle are on or whether the illumination around the electric assist vehicle is above a certain level. This is because it is undesirable to switch to a power-saving state too early if the lights (e.g., headlights) must be on. In other words, for example, if the lights are not on or the illumination is high, the power-saving state will be activated even if the duration of inactivity is shorter than when the lights are on or the illumination is low.

[0119] Furthermore, the setting unit described above may also set different first conditions depending on the state of the battery equipped in the electric assist vehicle or whether the temperature around the electric assist vehicle is below a predetermined temperature. When the battery level is low, when the battery is degraded, or when the temperature is low and unfavorable for the battery, it is preferable to shorten the power supply from the battery as much as possible. Therefore, in such cases, the power-saving state is activated even if the duration of inactivity is short.

[0120] Furthermore, the setting unit described above may also set different first conditions depending on whether the stand equipped on the electric assist bicycle is down or not. If the stand is down, it is highly likely that it is not a temporary stop, so the power-saving state is activated even if the duration of inactivity is short.

[0121] Furthermore, the startup types described above may include a first startup type that automatically starts when it is detected that the vehicle has started moving before startup. In that case, it is preferable that the threshold value included in the first condition set when the first startup type is specified, which is the time for which a predetermined state continues in order to automatically transition to the first power-saving state, is smaller than the threshold value included in the first condition set when a startup type other than the first startup type is specified, which is the time for which a predetermined state continues. For example, a driver who starts the vehicle using the first startup type described above may leave the electric assist vehicle unattended without turning off the power switch, so it is preferable to transition to the power-saving state as early as possible.

[0122] Furthermore, the startup types described above may include a first startup type that is automatically activated when it is detected that the vehicle has started driving before startup. In this case, it is preferable that the threshold value included in the second condition set when the first startup type is specified, which is the time for which a predetermined state to automatically transition to the second power-saving state continues, is smaller than the threshold value included in the second condition set when a startup type other than the first startup type is specified, which is the time for which a predetermined state continues.

[0123] Furthermore, the setting unit described above may also set a first condition for transitioning to a first power-saving state according to an index value based on the number of startups for each startup type. For example, if a particular startup type is the primary startup type, it may be preferable to set the first condition based on that primary startup type.

[0124] Furthermore, the setting unit described above may set a second condition for transitioning to the second power-saving state according to the above indicator value, and the control unit described above may determine whether or not the second condition is met, and if the second condition is met, it may transition to the second power-saving state.

[0125] A control device according to a second aspect of the present invention includes (A) a setting unit that sets a first condition for automatically transitioning to a power-saving state based on the frequency of stopping of an electric assist vehicle within a predetermined period or a statistical amount of the time that a predetermined state for automatically transitioning to a power-saving state continues, and (B) a control unit that determines whether or not the first condition is met and, if the first condition is met, automatically transitions to a power-saving state.

[0126] By analyzing the driving conditions, it becomes possible to set appropriate initial conditions.

[0127] Furthermore, in some cases, the threshold included in the first condition, which is set when the stopping frequency is above a threshold, and which is the threshold for the duration of a predetermined state that automatically transitions to a power-saving state, may be set to be greater than the threshold included in the first condition, which is set when the stopping frequency is below a threshold, and which is the threshold for the duration of a predetermined state. This setting is made because it would be inconvenient if the system immediately transitioned to a power-saving state when the stopping frequency is high, and conversely, it would be undesirable from a power-saving standpoint if the system did not transition to a power-saving state for a long time when the stopping frequency is low.

[0128] Furthermore, the setting unit described above may calculate a threshold for the duration of the state necessary to automatically transition to a power-saving state based on the above statistics, and set this threshold as the first condition. For example, if there is a tendency for the duration of the state necessary to automatically transition to a power-saving state to be longer, it is often better to set a larger threshold.

[0129] Such configurations are not limited to those described in the embodiments, and may also be implemented in other configurations that produce substantially the same effect. [Explanation of Symbols]

[0130] 3010,3030b Setting section 3020 State Control Unit

Claims

1. a setting unit that identifies a startup type for each startup and sets a first condition for transitioning to a first power-saving state based on the identified startup type; a control unit that determines whether the first condition is met and automatically transitions to a first power saving state when the first condition is met; A control device having:

2. The setting unit A first condition for transitioning to the first power-saving state, which is associated in advance with the current startup type, is set. The control device according to claim 1 .

3. The setting unit setting a second condition for transitioning to a second power-saving state that consumes more power than the first power-saving state, the second condition being associated in advance with the current startup type; The control unit determining whether the second condition is met, and if the second condition is met, transitioning to the second power saving state; The control device according to claim 2.

4. The setting unit A different first condition is set depending on whether a light equipped in the electrically assisted vehicle is turned on or not, or whether the illuminance around the electrically assisted vehicle is equal to or greater than a certain level. The control device according to claim 2.

5. The setting unit A different first condition is set depending on the state of a battery equipped in the electrically assisted vehicle or whether the temperature around the electrically assisted vehicle is equal to or lower than a predetermined temperature. The control device according to claim 2.

6. The setting unit A different first condition is set depending on whether a stand provided on the electrically assisted vehicle is set up or not. The control device according to claim 2.

7. The activation type includes a first activation type that is automatically activated when it is detected that the vehicle has started traveling before activation, A threshold value included in a first condition set when the first activation type is specified, which is a threshold value for a duration of a predetermined state for automatically transitioning to the first power saving state, is smaller than a threshold value included in a first condition set when an activation type other than the first activation type is specified, which is a threshold value for a duration of the predetermined state. The control device according to claim 2.

8. The activation type includes a first activation type that is automatically activated when it is detected that the vehicle has started traveling before activation, A threshold value included in a second condition set when the first activation type is specified, which is a threshold value for a duration of a predetermined state for automatically transitioning to the second power saving state, is smaller than a threshold value included in a second condition set when an activation type other than the first activation type is specified, which is a threshold value for a duration of the predetermined state. The control device according to claim 3.

9. The setting unit: A first condition for transitioning to the first power-saving state is set according to an index value based on the number of times each activation type has been activated. The control device according to claim 1 .

10. The setting unit setting a second condition for transitioning to a second power saving state according to the index value; The control unit determining whether the second condition is met, and if the second condition is met, transitioning to the second power saving state; The control device according to claim 9.

11. a setting unit that sets a first condition for automatically transitioning to a power-saving state based on a statistic of the frequency with which the electrically assisted vehicle is stopped within a predetermined period or a duration of a predetermined state for automatically transitioning to the power-saving state; a control unit that determines whether the first condition is met and automatically transitions to the power saving state when the first condition is met; A control device having:

12. A threshold value included in a first condition set when the vehicle stopping frequency is equal to or greater than a threshold value, and which is a threshold value for a duration of a predetermined state for automatically transitioning to the power saving state, is greater than a threshold value included in a first condition set when the vehicle stopping frequency is less than a threshold value, and which is a threshold value for a duration of the predetermined state. The control device according to claim 11.

13. The setting unit: calculating a threshold value for the duration of the state for automatically transitioning to the power saving state based on the statistics; The threshold is set as the first condition. The control device according to claim 11.

14. An electrically assisted vehicle comprising the control device according to claim 1 or 11.

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