Vehicle

Abstract

To improve travel performance while taking safety in consideration in a vehicle capable of travelling in a plurality of travel modes.SOLUTION: A vehicle 1 is such one as to switch between a first travel mode limiting a vehicle speed to a first maximum speed or lower, and a second travel mode limiting the vehicle speed to a second maximum speed or lower which is lower than the speed of the first maximum speed. The vehicle 1 includes: a motor 11 for driving a vehicle; an accelerator grip 20 which is an operation part for adjusting output of the motor 11; an acquisition part acquiring information on travel environment of the vehicle 1; and a control part 50. The control part 50 increases / decreases output of the motor 11 on the basis of the information on the travel environment acquired by the acquisition part.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle, and more particularly to a vehicle that can be driven by switching between a first driving mode that limits the vehicle speed to a first maximum speed or less and a second driving mode that limits the vehicle speed to a second maximum speed or less that is slower than the first maximum speed. [Background technology]

[0002] Vehicles capable of running in multiple driving modes have been known. For example, Patent Document 1 discloses a self-propelled vehicle that has a self-propelled function using a motor, and that can switch between one or more of the following vehicle states: maximum speed when self-propelled, maximum motor output, and size of the self-propelled vehicle, and that is equipped with a notification unit that notifies the user of the current vehicle state. Furthermore, electric kick scooters have become increasingly popular in recent years as small vehicles that run solely on motor power. Electric kick scooters that meet the standards of the Road Traffic Act are classified as specified small motorized bicycles, and can be driven by anyone aged 16 or older without a license.

[0003] The maximum speed of specified small motorized bicycles is controlled by a speed control device, and they are required to have a maximum speed indicator light. Furthermore, specified small motorized bicycles that meet the standards set forth in the Road Traffic Act are classified as special specified small motorized bicycles, which are also permitted to ride on sidewalks. The maximum speed of special specified small motorized bicycles is further restricted. For example, a vehicle that can switch between multiple riding modes is limited to a first maximum speed or less when riding as a specified small motorized bicycle, and a second maximum speed or less that is slower than the first maximum speed when riding as a special specified small motorized bicycle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2022-178117 Summary of the Invention [Problem to be solved by the invention]

[0005] While improving driving performance while also taking safety into full consideration is an important issue for vehicles such as small motorized bicycles, the current situation is that no consideration is given to motor control when the vehicle's driving environment changes. As a result, conventional vehicles are unable to demonstrate sufficient driving performance, for example, when driving uphill. [Means for solving the problem]

[0006] The vehicle of the present invention is capable of running by switching between a first running mode in which the vehicle speed is limited to a first maximum speed or less, and a second running mode in which the vehicle speed is limited to a second maximum speed or less that is slower than the first maximum speed, and includes a motor for driving the vehicle, an operation unit for adjusting the output of the motor, and a control unit for controlling the output of the motor based on operation of the operation unit; The vehicle is characterized in that it is provided with an acquisition unit that acquires information regarding the vehicle's driving environment, and the control unit increases or decreases the output of the motor based on the information regarding the driving environment acquired by the acquisition unit. [Effects of the Invention]

[0007] According to the present invention, it is possible to improve the driving performance of a vehicle capable of running in multiple driving modes while fully considering safety. The vehicle according to the present invention can exhibit driving performance suited to the driving environment, enabling safe and comfortable driving. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a perspective view of a vehicle that is an example of an embodiment. [Figure 2] FIG. 1 is a rear view of a vehicle according to an embodiment. [Figure 3] 1 is a block diagram showing a configuration of a vehicle according to an embodiment; [Figure 4] FIG. 10 is a diagram for explaining a motor output control method. [Figure 5] FIG. 10 is a diagram for explaining a motor output control method. [Figure 6] 10 is a flowchart showing an outline of a motor output control procedure. [Figure 7] 10 is a flowchart showing details of a motor output control procedure. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of a vehicle according to the present invention will be described in detail with reference to the drawings. The embodiment described below is merely an example, and the present invention is not limited to the following embodiment. Furthermore, forms obtained by selectively combining multiple embodiments and modified examples described below are included within the scope of the present invention.

[0010] 1 and 2 are diagrams showing the appearance of a vehicle 1, which is an example of an embodiment. For the sake of convenience, terms indicating front-rear, up-down, left-right, and other directions will be used below, and these terms refer to the front-rear, up-down, left-right, and other directions of the vehicle 1 and each component in a normal state of use.

[0011] Vehicle 1 is a vehicle capable of running in a plurality of running modes using a drive source, and can run by switching between a first running mode that limits the vehicle speed to a first maximum speed or less and a second running mode that limits the vehicle speed to a second maximum speed or less that is slower than the first maximum speed. Vehicle 1 is equipped with a motor 11 (see FIG. 3 described below) for driving the vehicle. Note that in another example of the embodiment, the plurality of running modes may include a third running mode that limits the vehicle speed to a third maximum speed or less. Vehicle 1 is also equipped with a maximum speed indicator light 30 to notify those around it of the running mode, but in another example of the embodiment, the maximum speed indicator light may not be present.

[0012] As shown in Figures 1 and 2, vehicle 1 includes motor unit 10 including motor 11, accelerator grip 20, which is an operation unit for adjusting the output of motor 11, and control unit 50, which controls the output of motor 11 based on the operation of accelerator grip 20. As will be described in detail below, vehicle 1 includes an acquisition unit that acquires information about the driving environment, and control unit 50 is configured to increase or decrease the output of motor 11 based on the information about the driving environment of vehicle 1 acquired by the acquisition unit. That is, in vehicle 1, in addition to controlling the output of motor 11 based on the driver's operation of accelerator grip 20, the output of motor 11 is automatically increased or decreased depending on the driving environment. This allows, for example, acceleration performance to be obtained when driving uphill as well as when driving on flat roads.

[0013] Similar to an electrically assisted bicycle, the vehicle 1 includes a frame 2, a front wheel 3a, a rear wheel 3b, a handlebar 4 including a brake 21, a saddle 5, and a battery 13 that supplies power to the motor 11 and other components. However, the vehicle 1 differs from an electrically assisted bicycle in that it does not have pedals and cannot be driven by human power. However, the vehicle 1 may have pedals if human power is not added to the power transmission path. In other words, the vehicle 1 is an electric vehicle that runs solely on the power of the motor 11. The grip on the right side of the handlebar 4 is an accelerator grip 20, and the driver can drive the vehicle 1 by turning the accelerator grip 20.

[0014] As described above, the vehicle 1 is equipped with the maximum speed indicator light 30. The maximum speed indicator light 30 is an indicator light for informing the surrounding area of ​​the driving mode of the vehicle 1, and its lighting state changes depending on the driving mode. Other vehicles and passersby can confirm the driving mode of the vehicle 1 by looking at the lighting state of the maximum speed indicator light 30. The vehicle 1 is configured to be able to run by switching between a first driving mode in which the vehicle runs using a first output output from the motor 11, and a second driving mode in which the vehicle runs using a second output output from the motor 11. In this embodiment, the second output is lower than the first output.

[0015] Vehicle 1 is classified, for example, as a specified small motorized bicycle or an exceptional specified small motorized bicycle under the Road Traffic Act. Specified small motorized bicycles are limited to a maximum speed of 20 km / h or less. Exceptional specified small motorized bicycles are specified small motorized bicycles that meet additional standards and are limited to a maximum speed of 6 km / h or less. In this embodiment, the first driving mode is a driving mode that meets the standards for specified small motorized bicycles, and the second driving mode is a driving mode that meets the standards for exceptional specified small motorized bicycles.

[0016] In vehicle 1, the control unit 50 functions to limit the maximum speed depending on the driving mode, and also to change the lighting state of the maximum speed indicator light 30 depending on the driving mode. According to the Road Traffic Act, the maximum speed indicator light 30 must be continuously lit in the first driving mode, and must flash (light intermittently) in the second driving mode. While riding on sidewalks is permitted in the second driving mode, riding on sidewalks is prohibited in the first driving mode. The maximum speed of vehicle 1 and the lighting state of the maximum speed indicator light 30 can be set as appropriate in accordance with legal regulations, etc.

[0017] As described above, vehicle 1 includes frame 2, front wheel 3a, rear wheel 3b, handlebars 4, and saddle 5, and further includes safety parts similar to those of a motorized bicycle. Vehicle 1 includes safety parts such as a maximum speed indicator 30, a headlight 31, a taillight 32, and a turn signal 33. Vehicle 1 may also include other safety parts such as a speedometer, a warning horn, a rearview mirror, and reflective members. Vehicle 1 also includes a chain 6 that transmits power from motor unit 10 to rear wheel 3b, which is the driving wheel. Since vehicle 1 does not have pedals, it includes steps 7 as footrests for the driver. For example, one step 7 is provided on each side of vehicle 1. The motor for driving the vehicle may be a hub motor built into the wheel hub.

[0018] The frame 2 is a framework that connects the front wheel 3a, rear wheel 3b, handlebars 4, saddle 5, etc. The motor unit 10 and battery 13 are supported by the frame 2. The frame 2 is made up of a plurality of pipes. In this embodiment, the plurality of pipes include a head pipe 2a, a front fork 2b, a down pipe 2c, a seat pipe 2d, a chain stay 2e, a seat stay 2f, and a bottom bracket (not shown). The vehicle 1 may have a top pipe instead of or in addition to the down pipe 2c, and may have a foldable structure.

[0019] In this embodiment, a vehicle similar to a bicycle is exemplified as a vehicle configuration, but the vehicle configuration is not limited to this and may be a stand-up electric vehicle such as an electric kick scooter, an electric wheelchair, or a wheelchair with a built-in motor inside the wheel. The wheel diameter is not particularly limited, but an example of a suitable wheel diameter is 20 inches or less. Vehicle 1 has, for example, front wheels 3a and rear wheels 3b with wheel diameters of 20 inches or less. Under the Road Traffic Act, the body size of a specified small motorized bicycle is 1.9 meters or less in length and 0.6 meters or less in width.

[0020] The vehicle 1 further includes a front carrier 8a and a rear carrier 8b. In this embodiment, a headlight 31 is attached to the front carrier 8a, and a maximum speed indicator light 30, a taillight 32, turn signals 33, and a license plate 34 are attached to the rear carrier 8b. The maximum speed indicator light 30 and the turn signals 33 are also provided on both the left and right ends of the handlebars 4. The taillight 32 is generally called a tail lamp, and is lit in conjunction with the headlight 31, for example, and also functions as a brake lamp.

[0021] The vehicle 1 is equipped with a switch unit 40 including a changeover switch 42 for switching between driving modes. The switch unit 40 is generally called a hand switch and is installed on the steering wheel 4. The driver can switch the driving mode of the vehicle 1 by operating the changeover switch 42, for example, when the vehicle 1 is stopped. When the vehicle 1 is traveling, operation of the changeover switch 42 is disabled. The changeover switch 42 may also be installed in a location separate from the switch unit 40.

[0022] The configuration of the vehicle 1 will be described in further detail below with reference to Fig. 3. Fig. 3 is a block diagram showing a schematic configuration of the control unit 50 and various devices connected to the control unit 50.

[0023] 3, the vehicle 1 includes a motor 11, a drive circuit 12 for the motor 11, an accelerator grip 20, a switch unit 40, various sensors, various safety devices such as a maximum speed indicator light 30, and a control unit 50. The control unit 50 controls the output of the motor 11 based on the operation of the accelerator grip 20, but limits the maximum speed depending on the driving mode. In other words, when the vehicle speed reaches the maximum speed, the control unit 50 controls the output of the motor 11 so that the vehicle speed remains below the maximum speed regardless of the amount of operation of the accelerator grip 20.

[0024] The motor unit 10 includes a motor 11, a drive circuit 12, some of the various sensors, and a drive mechanism for transmitting the power of the motor 11 to the chain 6. The drive mechanism includes, for example, a reducer and a clutch. In this embodiment, the drive circuit 12 performs a switching operation based on a control signal output from a control unit 50, thereby changing the amount of current supplied to the motor 11 and controlling the output of the motor 11. The motor 11 may be any electric motor that can be driven by power supplied from a battery 13 to run the vehicle 1. An example of the motor 11 is a three-phase brushless DC motor.

[0025] The vehicle 1 is equipped with the above-mentioned sensors, including an AP sensor 14 that detects the amount of operation of the accelerator grip 20, a vehicle speed sensor 15 that detects the vehicle speed, a rotation sensor 16 that detects the rotation speed of the motor 11, and an acceleration sensor 17 that detects the acceleration of the vehicle 1. The detection information of each sensor is sent to the control unit 50 and used to control the output of the motor 11. The vehicle 1 may further include other sensors, such as a current sensor that detects the amount of current supplied to the motor 11, a voltage sensor that detects the voltage of the battery 13, and a temperature sensor that detects the temperatures of the motor 11, drive circuit 12, battery 13, etc.

[0026] The AP sensor 14 is installed inside the accelerator grip 20 and detects the amount of rotation of the accelerator grip 20. The AP sensor 14 is configured to detect the amount of rotation (opening) of the accelerator grip 20 by voltage, for example. The rotation speed of the accelerator grip 20 can also be detected from the slope of the voltage output by the AP sensor 14. The control unit 50 controls the output of the motor 11 based on the operation amount (amount of rotation) of the accelerator grip 20 acquired by the AP sensor 14, within a range that does not exceed the maximum speed corresponding to each driving mode. The control unit 50 also increases or decreases the output of the motor 11 depending on the driving environment of the vehicle 1.

[0027] The vehicle speed sensor 15 is attached to the wheel. The vehicle speed sensor 15 includes, for example, a magnet attached to a spoke of the front wheel 3a and a magnetic sensor attached to the front fork 2b, and is configured so that the magnetic sensor detects the magnet that rotates together with the front wheel 3a. The magnetic sensor measures the rotation speed of the front wheel 3a, and the vehicle speed can be calculated from the rotation speed and the circumference of the front wheel 3a. The vehicle speed sensor 15 may also be attached to the rear wheel 3b.

[0028] The rotation sensor 16 is mounted inside the motor unit 10. The rotation sensor 16 includes, for example, a magnet attached to the rotor of the motor 11 and a magnetic sensor arranged opposite the rotor in the axial direction of the rotor, and is configured so that the magnetic sensor detects the magnet that rotates together with the rotor. The rotation speed of the motor 11 can be determined by the magnetic sensor measuring the rotation speed of the rotor.

[0029] The location where acceleration sensor 17 is installed is not particularly limited, but from the standpoint of improving detection accuracy and minimizing damage, an example of a suitable location for installation is inside motor unit 10. A triaxial acceleration sensor is used as acceleration sensor 17. Acceleration sensor 17 may be a biaxial acceleration sensor as long as it can detect acceleration in the forward direction of vehicle 1 and the direction of gravity. When a triaxial sensor is used as acceleration sensor 17, for example, the X axis of the sensor is set to be able to measure acceleration in the forward direction of vehicle 1, and the Z axis is set to be able to measure acceleration in the direction of gravity of vehicle 1. As will be described in detail later, the tilt angle of vehicle 1 can be calculated from the acceleration in the forward direction and the direction of gravity of vehicle 1 detected by acceleration sensor 17.

[0030] As described above, the accelerator grip 20 is an operating unit for adjusting the output of the motor 11, and is provided on the grip on the right side of the handlebars 4. The rider can adjust the output of the motor 11, and therefore the vehicle speed, by rotating the accelerator grip 20. The accelerator grip 20 can be the same as those applied to general motorized bicycles, motorcycles, etc. The configuration of the operating unit is not limited to the accelerator grip 20, and may be, for example, a lever-type or push-button-type operating unit.

[0031] The maximum speed indicator light 30 indicates the maximum speed of the vehicle 1 while it is traveling. As described above, the maximum speed indicator light 30 lights up continuously in the first traveling mode (for example, a maximum speed of 20 km / h) and flashes in the second traveling mode (for example, a maximum speed of 6 km / h). By checking the lighting state of the maximum speed indicator light 30, other vehicles and passersby can recognize the traveling mode of the vehicle 1, and ultimately the maximum speed of the vehicle 1. The maximum speed indicator light 30 is, for example, a light that can emit green light.

[0032] The maximum speed indicator light 30 is constantly lit or flashes while the vehicle 1 is traveling. The vehicle 1 is not provided with a switch for operating the maximum speed indicator light 30. The vehicle 1 is provided with a turn signal lever or the like for turning on the direction indicators 33. In this embodiment, the maximum speed indicator light 30 is provided separately from the direction indicators 33, but an indicator light that performs both of these functions may be provided.

[0033] The switch unit 40 includes, for example, a power switch 41, a selector switch 42, and a display unit. The power switch 41 is an operation unit for starting the control unit 50. When the power switch 41 is turned on, output control of the motor 11 is executed. A conventionally known monitor such as a liquid crystal monitor or an organic EL monitor can be used as the display unit. For example, the driving mode of the vehicle 1, the vehicle speed, the remaining battery power, the time, etc. are displayed on the display unit.

[0034] As described above, the selector switch 42 is an operation unit for switching the driving mode of the vehicle 1. In this embodiment, by operating the selector switch 42, the driving mode of the vehicle 1 can be switched from the first driving mode to the second driving mode, and from the second driving mode to the first driving mode. The control unit 50 sets the driving mode of the vehicle 1 based on the operation of the selector switch 42, and stores the setting information in memory. When the selector switch 42 is operated, the control unit 50 switches the driving mode if it determines that the vehicle 1 is stopped.

[0035] The control unit 50 is configured, for example, by a microcomputer equipped with a processor, memory, input / output interface, etc. The processor realizes the functions of each of the above-mentioned processing units by reading and executing a control program. The memory stores the control program, various setting information, etc. The memory includes non-volatile memory such as ROM, HDD, SSD, etc., and volatile memory such as RAM. The control unit 50 is built into the motor unit 10, and may be mounted on the same printed circuit board as the drive circuit 12.

[0036] When the control unit 50 sets the driving mode of the vehicle 1 to the first driving mode or the second driving mode based on the operation signal of the selector switch 42, it controls the output of the motor 11 and the lighting state of the maximum speed indicator light 30 according to the set driving mode. In the first driving mode, the maximum speed indicator light 30 is kept lit continuously, and the output of the motor 11 is controlled so that the maximum speed of the vehicle 1 is 20 km / h or less. In the second driving mode, the maximum speed indicator light 30 is flashed, and the output of the motor 11 is controlled so that the maximum speed of the vehicle 1 is 6 km / h or less.

[0037] The output control of the motor 11 by the functions of the control unit 50 will be described in detail below. The vehicle 1 has at least one selected from the functions described below, and may have all of the functions.

[0038] The control unit 50 controls the output of the motor 11 in accordance with the amount of operation of the accelerator grip 20, and also increases or decreases the output of the motor 11 based on the information about the driving environment acquired by the acquisition unit. This allows the vehicle 1 to exhibit driving performance suited to the driving environment, thereby achieving safe and comfortable driving. For example, when the vehicle 1 is driving uphill, the output of the motor 11 may be increased compared to when the vehicle 1 is driving on a road other than an uphill road. Also, when the vehicle 1 is driving downhill, the output of the motor 11 may be decreased compared to when the vehicle 1 is driving on a road other than a downhill road. The acquisition unit preferably acquires information about the inclination angle θ of the vehicle 1 as the information about the driving environment of the vehicle 1. The control unit 50 may estimate the driving environment of the vehicle 1 and control the output of the motor 11 based on the estimation result.

[0039] The vehicle 1 is equipped with a vehicle speed sensor 15 and an acceleration sensor 17 as an acquisition unit that acquires information about the driving environment. The control unit 50 can determine whether the vehicle 1 is driving in a low-speed range, a medium-speed range, or a high-speed range from the vehicle speed acquired by the vehicle speed sensor 15. The control unit 50 can also determine the inclination angle θ of the vehicle 1 from the acceleration acquired by the acceleration sensor 17, and can determine whether the vehicle 1 is driving on an uphill road, a flat road, or a downhill road. The acquisition unit may also have a function to acquire position information of the vehicle 1. In this specification, information about the driving environment includes the inclination angle of the road on which the vehicle 1 is driving, the road classification, the vehicle speed, etc.

[0040] The inclination angle θ of the vehicle 1 can be calculated from the acceleration X of the vehicle 1 in the forward direction and the acceleration Z in the direction of gravity, which are detected by the acceleration sensor 17. The control unit 50 calculates the inclination angle θ, for example, using the equation θ=arctan(X / Z). Since the inclination angle θ of the vehicle 1 fluctuates due to acceleration and deceleration of the vehicle 1 even if the inclination of the road is approximately constant, it is preferable to use a representative value of the inclination angle θ over a predetermined period to control the output of the motor 11. The representative value of the inclination angle θ may be at least one selected from the average value, median value, mode value, maximum value, and minimum value. Among these, the average value is preferable. The average value includes a moving average value.

[0041] The inclination angle θ of the vehicle 1 is, for example, 0° when the front wheels 3a and rear wheels 3b are aligned horizontally while the vehicle is traveling on flat ground, a positive value when the front wheels 3a are lifted while the vehicle is traveling uphill, and a negative value when the rear wheels 3b are lifted while the vehicle is traveling downhill.

[0042] As described above, when the control unit 50 determines that the vehicle 1 is traveling on an uphill slope with a predetermined inclination angle based on information about the inclination angle θ of the vehicle 1, it increases the output of the motor 11 compared to when the vehicle 1 is traveling on a slope other than the uphill slope. A threshold value may be set to determine whether to increase the output of the motor 11, and when the inclination angle θ is less than the threshold value, the output control of the motor 11 based on the inclination angle θ is not executed. The determination of whether the vehicle 1 is traveling on an uphill slope with a predetermined inclination angle is made by comparing the inclination angle θ with the threshold value. For example, the control unit 50 calculates the inclination angle θ of the vehicle 1 from the acceleration acquired by the acceleration sensor 17, and when the inclination angle θ exceeds the threshold value, it increases the output of the motor 11 compared to when the inclination angle θ is less than the threshold value.

[0043] The control unit 50 may increase the output of the motor 11 in accordance with the tilt angle θ of the vehicle 1, and the increase rate may be higher as the tilt angle θ increases. In this case, the threshold value is not set or is set to 0°, and the output increase rate of the housing 11 is changed in accordance with the tilt angle θ if the tilt angle θ is a positive value. Alternatively, the control unit 50 may increase the output of the motor 11 in accordance with the tilt angle θ when the tilt angle θ of the vehicle 1 exceeds the threshold value. In other words, if the tilt angle θ is less than the threshold value, the control unit 50 does not control the output of the motor 11 in accordance with the tilt angle θ.

[0044] After increasing the output of the motor 11 based on the inclination angle θ of the vehicle 1, the control unit 50 reduces the output of the motor 11 if the inclination angle θ decreases. That is, when the vehicle 1 moves from an uphill road to a flat road, a downhill road, or a gentler uphill road, the control unit 50 reduces the increase in the output of the motor 11 or stops increasing the output based on the inclination angle θ. For example, when the inclination angle θ becomes equal to or less than the threshold value, the control unit 50 stops increasing the output based on the inclination angle θ. When the inclination angle θ of the vehicle 1 decreases, it is not necessary to maintain the same output level as when traveling uphill, and it is preferable from the perspective of ensuring safety to quickly reduce or stop increasing the output of the motor 11.

[0045] The control unit 50 controls the output of the motor 11 based on the amount of operation of the accelerator grip 20 acquired by the AP sensor 14 and the acceleration acquired by the acceleration sensor 17. As described above, the tilt angle θ of the vehicle 1 is calculated from the acceleration, and output control of the motor 11 based on the tilt angle θ is executed. A threshold value may be set for the amount of operation of the accelerator grip 20, and if the amount of operation is less than the threshold value, output control of the motor 11 based on the tilt angle θ may not be executed. The threshold value is set to, for example, 100% (full throttle state). As will be described in more detail below, the threshold value may be changeable by the driver.

[0046] For example, when the operation amount of the accelerator grip 20 is equal to or greater than a threshold value and the tilt angle θ of the vehicle 1 is a positive value or exceeds the threshold value, the control unit 50 controls the output of the motor 11 based on the operation amount and increases the output of the motor 11 according to the tilt angle θ. When the operation amount of the accelerator grip 20 is equal to or greater than the threshold value, it is assumed that the driver wants to accelerate the vehicle 1 quickly, but if the road is uphill, it may be difficult to accelerate as desired by the driver. In such cases, increasing the output of the motor 11 enables comfortable driving on uphill roads.

[0047] FIG. 4 shows (a) the change in motor torque over time and (b) the change in vehicle speed over time. FIG. 4(a) shows the case where the increase rate of motor torque is changed according to the inclination angle θ of the vehicle 1. Here, the inclination angle θ0 is 0°, and the inclination angle θ2 is an angle larger than the inclination angle θ1. The operation amount of the accelerator grip 20 is, for example, 100%.

[0048] 4(a), when the vehicle 1 is traveling uphill, the output of the motor 11 is controlled so that the motor torque increases as the inclination angle θ increases, and the motor torque is such that when the inclination angle θ is θ0 < when the inclination angle θ1 < when the inclination angle θ2. Note that once the threshold value is set for the inclination angle θ, the correspondence between the operation amount of the accelerator grip 20 and the motor torque does not change until the inclination angle θ exceeds the threshold value, and the motor torque remains the same if the operation amount is the same.

[0049] For example, when the operation amount of the accelerator grip 20 is equal to or greater than a threshold value and the inclination angle θ of the vehicle 1 is a positive value or exceeds the threshold value, the control unit 50 increases the time constant of the motor 11 to increase the motor torque. The control unit 50 changes the time constant of the motor 11 according to the inclination angle θ, and increases the time constant as the inclination angle θ increases. As a result, as shown in FIG. 4(b), acceleration performance can be obtained on an uphill road similar to that on a flat road. For example, when the accelerator grip 20 is in a full throttle state, similar acceleration performance can be obtained regardless of the inclination angle of the road, resulting in a comfortable ride.

[0050] The control unit 50 may change the output increase rate in accordance with the driving mode when controlling the output of the motor 11 based on the tilt angle θ of the vehicle 1. The control unit 50 sets the output increase rate in the first driving mode to be higher than the output increase rate in the second driving mode. The first driving mode has a higher maximum speed than the second driving mode and requires more comfortable driving performance, so it is preferable that the output increase rate in the first driving mode be greater than the output increase rate in the second driving mode.

[0051] For example, the control unit 50 increases the time constant of the motor 11 as the tilt angle θ of the vehicle 1 increases, but in the first driving mode, the control unit 50 sets a larger increase in the time constant relative to the tilt angle θ. That is, when the tilt angle θ of the vehicle 1 is the same, the time constant of the motor 11 is larger in the first driving mode than in the second driving mode. Alternatively, the output of the motor 11 may be increased based on the driving environment of the vehicle 1 only when the driving mode of the vehicle 1 is the first driving mode.

[0052] The control unit 50 may increase or decrease the output of the motor 11 based on information about the tilt angle θ of the vehicle 1 during a predetermined period until the end of the operation of the accelerator grip 20. The tilt angle θ is calculated from the acceleration acquired by the acceleration sensor 17. As a specific example, when the vehicle 1 starts moving, the output of the motor 11 may be increased based on the tilt angle θ during the predetermined period until the end of the previous operation of the accelerator grip 20. If the tilt angle θ during the predetermined period until the end of the previous operation of the accelerator grip 20 is a positive value, it is estimated that the vehicle 1 is stopped on an uphill slope, and the output of the motor 11 may be increased to prevent the vehicle 1 from rolling backward unintentionally or to achieve a smooth start on an uphill slope.

[0053] The reason why the inclination angle θ for a predetermined period up to the end of operation of the accelerator grip 20 is used for output control is that the inclination angle θ of the vehicle 1 fluctuates when the vehicle 1 accelerates or decelerates, even if the actual inclination angle of the road does not change. By using the inclination angle θ for the predetermined period, output control of the motor 11 can be performed based on more accurate information. The inclination angle θ calculated from the acceleration includes an amplitude with a period of, for example, 0.1 seconds or less, and this amplitude increases when the vehicle 1 accelerates or decelerates. For this reason, the predetermined period is set to a period corresponding to one period of the amplitude of the inclination angle θ or more, preferably a period corresponding to two periods or more. On the other hand, if the predetermined period is too long, the inclination angle of the road may change, so it is preferably set to one second or less.

[0054] The control unit 50 may control the output of the motor 11 based on the amount of operation of the accelerator grip 20 and the acceleration (tilt angle θ of the vehicle 1) acquired by the acceleration sensor 17 within a predetermined time from the start of operation of the accelerator grip 20. The predetermined time is the time it takes for the vehicle 1 to start moving from a stopped state and reach a stable driving state, and is, for example, between 3 and 10 seconds. The control unit 50 may execute the above-mentioned control to increase the output of the motor 11 only when the vehicle 1 starts moving, i.e., within the predetermined time from the start of operation of the accelerator grip 20.

[0055] The control unit 50 controls the output of the motor 11 based on the inclination angle θ calculated from the acceleration of the vehicle 1 at a predetermined cycle. The predetermined cycle for calculating the inclination angle θ may be changed depending on the driving mode of the vehicle 1, and is different between the first driving mode and the second driving mode. If the predetermined cycle differs depending on the driving mode of the vehicle 1, it is preferable to make the cycle in the first driving mode longer than the cycle in the second driving mode. In the first driving mode, which is expected to be high-speed driving, a more stable and comfortable driving can be achieved by lengthening the predetermined cycle and reducing the frequency of output control based on the inclination angle θ. On the other hand, in the second driving mode, which is low-speed driving, increasing the control frequency leads to improved driving stability. The inclination angle θ is preferably calculated as an average value over a predetermined cycle.

[0056] For example, if the sum of the accelerations exceeds a predetermined threshold, the control unit 50 is configured not to use the acceleration in controlling the output of the motor 11. Specifically, the control unit 50 may exclude the acceleration as an abnormal value when calculating the tilt angle θ. The acceleration sensor 17 is configured to acquire the accelerations of the vehicle 1 in the longitudinal direction and the direction of gravity. However, if the sum of the accelerations is a large value exceeding the threshold, the acceleration is likely to be an abnormal value caused by road irregularities such as sidewalk steps. Since sidewalk riding is assumed in the second driving mode, it is preferable to implement this function especially in the second driving mode. This function enables accurate output control even when the calculation cycle of the tilt angle θ is shortened.

[0057] FIG. 5 shows the relationship between the sluggish response of the motor torque when the accelerator grip 20 is operated and the vehicle speed. This sluggish response is generally referred to as play. To prevent unintended sudden acceleration, the accelerator grip 20 does not respond unless it is turned to a certain extent, i.e., an appropriate amount of play is set so that the operation of the accelerator grip 20 is not converted into motor torque and the output of the motor 11 does not increase. As shown in FIG. 5, it is preferable that the amount of play of the accelerator grip 20 is large when traveling at low speeds and small at high speeds. In other words, the response of the motor torque when the accelerator grip 20 is operated drops sharply as the vehicle speed drops. In this specification, the region where the response drops sharply (for example, the region where the change in play relative to the vehicle speed exceeds a predetermined value) is defined as the dead zone, and the width of this region is defined as the dead zone width.

[0058] The control unit 50 may change the dead zone width of the accelerator grip 20 based on information related to the inclination angle θ of the vehicle 1 and the vehicle speed. The control unit 50 changes the dead zone width according to the inclination angle θ, for example, when the inclination angle θ is a positive value or exceeds a threshold value. In FIG. 5, the inclination angle θ0 is 0°, and the inclination angle θ2 is an angle greater than the inclination angle θ1. As shown in FIG. 5, when the vehicle 1 is located on an uphill slope, the dead zone width becomes smaller as the inclination angle θ increases, such that the dead zone width W0 for the inclination angle θ0 > the dead zone width W1 for the inclination angle θ1 > the dead zone width W2 for the inclination angle θ2. In this case, when the inclination angle θ of the vehicle 1 is large, the response of the motor torque when the accelerator grip 20 is operated becomes faster, which can effectively prevent the vehicle 1 from rolling backward unintentionally, for example.

[0059] The control unit 50 can also control the output of the motor 11 based on the position information of the vehicle 1. When the vehicle 1 controls the output of the motor 11 based on the traveling position, the acquisition unit acquires the position information of the vehicle 1. Examples of means for acquiring the position information include a receiver that acquires position information from outside the vehicle 1, and a camera that acquires an image of the traveling position of the vehicle 1. For example, the receiver receives radio waves from a GNSS (Global Navigation Satellite System) satellite, and the control unit 50 calculates the position information of the vehicle 1 from the received information. Alternatively, the camera acquires an image of the traveling direction of the vehicle 1, and the control unit 50 analyzes the image to identify the location where the vehicle 1 is traveling. Artificial intelligence (AI) including various machine learning techniques, map matching, etc. may be used to identify the traveling position.

[0060] The control unit 50 increases or decreases the output of the motor 11 based on, for example, inclination information of the traveling position of the vehicle 1. The control unit 50 estimates the inclination angle θ of the vehicle 1 from the inclination information of the traveling position, or uses the inclination information as is, and when it determines that the vehicle 1 is traveling on an uphill slope with a predetermined inclination angle, increases the output of the motor 11 compared to when the vehicle 1 is traveling on a slope other than the uphill slope. The method of controlling the output of the motor 11 can be the same as when information acquired by the acceleration sensor 17 or the like is used.

[0061] The vehicle 1 may be configured so that setting information related to output control of the motor 11 can be changed by the driver. Examples of the setting information that can be changed include a threshold value for determining whether or not to execute output control of the motor 11 based on the driving environment, a time constant of the motor 11, and a dead zone width of the accelerator grip 20. Examples of threshold values ​​include a threshold value for the operation amount of the accelerator grip 20, a threshold value for the tilt angle θ of the vehicle 1, and a threshold value for the vehicle speed. Note that the items selected by the driver are preferably simple, such as "Eco (low acceleration performance)," "Comfort (medium acceleration performance)," and "Dynamic (high acceleration performance)."

[0062] The control unit 50 changes the setting information based on the driver's selection. For example, when the dynamic mode is selected, the control unit 50 changes the setting information by increasing the time constant of the motor 11 or decreasing the dead zone width of the accelerator grip 20 compared to when the comfort mode is selected. The vehicle 1 is configured so that the setting information can be changed by, for example, operating the switch unit 40 or by operating a terminal device such as a smartphone on which an app related to the vehicle 1 is installed.

[0063] An example of processing relating to output control of the motor 11 will be described below with reference to Figures 6 and 7. Note that some of the steps shown in Figures 6 and 7 may be performed simultaneously in parallel, and the order may be reversed.

[0064] 6 is a flowchart showing an outline of processing related to output control of the motor 11. As shown in FIG. 6, the control unit 50 sets the driving mode based on operation information of the selector switch 42 (step S1). In this embodiment, the driving mode is set to a first driving mode that limits the vehicle speed to a first maximum speed or less, or a second driving mode that limits the vehicle speed to a second maximum speed or less, and the setting information is stored in the memory of the control unit 50. Then, the control unit 50 turns on the maximum speed indicator lamp 30 in a lighting state corresponding to the driving mode set in step S1 (step S2). For example, the maximum speed indicator lamp 30 is in a continuous lighting state in the first driving mode and in a flashing state in the second driving mode.

[0065] The control unit 50 controls the output of the motor 11 so that the vehicle speed does not exceed the maximum speed of the driving mode set in step S1 (step S3). The control unit 50 sends a control signal to the drive circuit 12 based on the operation of the accelerator grip 20, more specifically, based on the voltage of the AP sensor 14 that detects the amount of operation of the accelerator grip 20, to control the output of the motor 11. Meanwhile, since the maximum speed is set for each driving mode in the vehicle 1, if controlling the motor 11 based on the amount of operation of the accelerator grip 20 would exceed the maximum speed, for example, the control unit 50 does not send a control signal corresponding to the actual amount of operation and suppresses the output of the motor 11.

[0066] The control unit 50 further increases the output of the motor 11 based on the driving environment when the driving environment of the vehicle 1 satisfies a predetermined condition (step S4). That is, in addition to the control of the motor 11 in step S3, the control unit 50 further controls the output of the motor 11 when the driving environment of the vehicle 1 satisfies a predetermined condition. The function of step S4 may be set to be always active, or may be able to be turned on and off by the driver. Note that in step S4, the output of the motor 11 may also be reduced below the output level of the motor 11 in step S3.

[0067] FIG. 7 is a flowchart showing an example of processing related to the output control of the motor 11 based on the traveling environment of the vehicle 1 (step S4 in FIG. 6).

[0068] 7, the control unit 50 calculates the inclination angle θ of the vehicle 1 at a predetermined cycle from the acceleration of the vehicle 1 acquired by the acceleration sensor 17 (step S10). The predetermined cycle for calculating the inclination angle θ (for example, the period for calculating the average value) may be changed depending on the driving mode of the vehicle 1, and the cycle in the first driving mode may be greater than the cycle in the second driving mode. At this time, if the sum of the accelerations exceeds a predetermined threshold, it is preferable to exclude the acceleration as an abnormal value and not use it in calculating the inclination angle θ.

[0069] The control unit 50 determines whether the inclination angle θ of the vehicle 1 calculated in step S10 is a positive value (step S11). If the inclination angle θ is a positive value (Yes in step S11), it is estimated that the vehicle 1 is located on an uphill slope, and therefore, the output control of the motor 11 based on the inclination angle θ is executed. On the other hand, if the inclination angle θ is 0° or a negative value (No in step S11), the output control of the motor 11 based on the inclination angle θ is not executed. Note that a threshold value for a positive value may be set in step S11, and if the inclination angle θ exceeds the threshold value, the output control of the motor 11 based on the inclination angle θ may be executed.

[0070] If the tilt angle θ of the vehicle 1 is a positive value (Yes in step S11), the control unit 50 changes the dead zone width of the accelerator grip 20 according to the tilt angle θ, and decreases the dead zone width as the tilt angle θ increases (step S12). As a result, when the tilt angle θ of the vehicle 1 is large, the response of the motor torque when the accelerator grip 20 is operated becomes faster, and unintended rolling back of the vehicle 1 can be effectively suppressed.

[0071] The control unit 50 compares the operation amount of the accelerator grip 20 acquired by the AP sensor 14 with a threshold value and determines whether the operation amount is equal to or greater than the threshold value (step S13). If the operation amount of the accelerator grip 20 is equal to or greater than the threshold value (Yes in step S13), it is assumed that the driver wants to quickly accelerate the vehicle 1, and therefore performs output control of the motor 11 based on the tilt angle θ. On the other hand, if the operation amount of the accelerator grip 20 is less than the threshold value (No in step S13), output control of the motor 11 based on the tilt angle θ is not performed.

[0072] If the operation amount of the accelerator grip 20 is equal to or greater than the threshold value (Yes in step S13), the control unit 50 changes the time constant of the motor 11 according to the tilt angle θ, and increases the time constant as the tilt angle θ increases (step S14). As a result, when the tilt angle θ of the vehicle 1 is large, the output of the motor 11 increases, enabling comfortable driving even on uphill slopes. The rate at which the output of the motor 11 is increased in step S14 may be changed according to the driving mode of the vehicle 1.

[0073] As described above, the vehicle 1 having the above configuration can exhibit driving performance suited to the driving environment while fully considering safety, thereby realizing safe and comfortable driving. Specifically, even on an uphill road, acceleration performance similar to that when driving on a flat road can be obtained, realizing smooth starting and acceleration. Furthermore, on an uphill road, unintended rolling back of the vehicle 1 can be effectively prevented.

[0074] In addition to the above-mentioned modifications, the above embodiment can be modified in various ways without impairing the object of the present invention. [Explanation of symbols]

[0075] 1 vehicle, 2 frame, 2a head pipe, 2b front fork, 2c down pipe, 2d seat pipe, 2e chain stay, 2f seat stay, 3a front wheel, 3b rear wheel, 4 handlebars, 5 saddle, 6 chain, 7 footpegs, 8a front carrier, 8b rear carrier, 10 motor unit, 11 motor, 12 drive circuit, 13 battery, 14 AP sensor, 15 vehicle speed sensor, 16 rotation sensor, 17 acceleration sensor, 20 accelerator grip, 21 brake, 30 maximum speed indicator, 31 headlight, 32 taillight, 33 turn signal, 34 license plate, 40 switch unit, 41 power switch, 42 selector switch, 50 control unit

Claims

1. A vehicle capable of traveling by switching between a first traveling mode in which the vehicle speed is limited to a first maximum speed or less and a second traveling mode in which the vehicle speed is limited to a second maximum speed or less that is slower than the first maximum speed, a motor for driving the vehicle; an operation unit for adjusting the output of the motor; a control unit that controls the output of the motor based on an operation of the operation unit; an acquisition unit that acquires information about a driving environment of the vehicle; Equipped with The control unit increases or decreases the output of the motor based on the information about the traveling environment acquired by the acquisition unit.

2. The vehicle according to claim 1 , wherein the acquisition unit acquires information about an inclination angle of the vehicle.

3. 3. The vehicle according to claim 2, wherein, when the control unit determines that the vehicle is traveling on an uphill slope with a predetermined inclination angle based on the information about the inclination angle, the control unit increases the output of the motor compared to when the vehicle is traveling on a slope other than the uphill slope.

4. The vehicle according to claim 3 , wherein the control unit increases the output of the motor, and then increases or decreases the output of the motor based on information related to the tilt angle.

5. 4. The vehicle according to claim 3, wherein the control unit changes the increase rate of the motor output depending on the driving mode, and sets the output increase rate in the first driving mode higher than the output increase rate in the second driving mode.

6. 6. The vehicle according to claim 2, wherein the control unit increases or decreases the output of the motor based on information about the tilt angle during a predetermined period until the operation of the operation unit is completed.

7. the acquisition unit includes a vehicle speed sensor that acquires a vehicle speed, The vehicle according to any one of claims 2 to 5, wherein the control unit changes a dead zone width of the operation unit based on information about the tilt angle and the vehicle speed.

8. the acquisition unit includes an acceleration sensor that acquires acceleration of the vehicle, The vehicle according to claim 1 , wherein the control unit controls the output of the motor based on the amount of operation of the operation unit and the acceleration within a predetermined time from when the operation of the operation unit is started.

9. the acquisition unit includes an acceleration sensor that acquires acceleration of the vehicle, The vehicle according to claim 1 , wherein the control unit controls the output of the motor based on an inclination angle of the vehicle calculated from the acceleration at a predetermined interval.

10. The vehicle according to claim 9 , wherein the predetermined period is different between the first driving mode and the second driving mode.

11. the acceleration sensor is configured to be able to acquire acceleration in at least a longitudinal direction and a gravity direction of the vehicle; 11. The vehicle according to claim 8, wherein the control unit does not use the acceleration for output control of the motor when the sum of the accelerations exceeds a predetermined threshold value.

12. The acquisition unit acquires location information of the vehicle, The vehicle according to claim 1 , wherein the control unit controls the output of the motor based on position information of the vehicle.

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