Vehicle, control method, program, recording medium, and information processing device

Abstract

To provide a control method, a program, a storage medium, and an information processing device that are able to properly set, based on the intention of a rider, assistance for power inputted to an input unit by an electric motor.SOLUTION: An electric bicycle 10 includes: a crank pedal 76; a rear wheel RW to which first power input to the crank pedal 76 is transmitted; a motor M by which output second power is transmitted to the rear wheel RW; and a control circuit 40 that controls the motor M. The control circuit 40 is provided to control the motor M such that the second power correlated with the first power in a predetermined correlation is output from the motor M. The electric bicycle 10 further includes an input lever 90 that receives an input of a request or an instruction from a rider regarding a correlation degree of the predetermined correlation.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present invention relates to a vehicle, a control method, a program, a storage medium, and an information processing device. [Background technology]

[0002] Electrically assisted bicycles that use motor power to assist pedal force input into crank pedals have been known for some time. For example, Patent Document 1 discloses an electric bicycle equipped with an assist device (power unit, control circuit, battery), in which power from the battery is supplied to the motor of the power unit, and power is output from the motor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2023 / 171800 Summary of the Invention [Problem to be solved by the invention]

[0004] In electrically assisted bicycles such as those disclosed in Patent Document 1, there is a demand for technology that allows the degree of motor assistance to be appropriately set based on the rider's wishes, in accordance with the vehicle condition, riding environment, and the like.

[0005] The present invention provides a vehicle, a control method, a program, a storage medium, and an information processing device that can appropriately set the amount of assistance from an electric motor to the power input to an input unit based on the intention of the occupant. [Means for solving the problem]

[0006] The present invention provides an input unit that receives input from the legs of an occupant; a wheel to which the first power input to the input portion is transmitted; an electric motor that transmits the output second power to the wheel or a wheel different from the wheel; A vehicle including a control unit that controls the electric motor, the control unit is configured to control the electric motor so that the second power correlated with the first power in a predetermined correlation is output from the electric motor; The vehicle further includes a receiving unit that receives an input of a request or instruction from the occupant regarding the degree of correlation of the predetermined correlation.

[0007] The present invention also provides an input unit that receives input from the legs of an occupant; a wheel to which the first power input to the input portion is transmitted; an electric motor that outputs a second power and transmits the second power to the wheel or a wheel other than the wheel, receiving a request or instruction from the occupant regarding a degree of correlation between the first power and the second power; and controlling the electric motor so that the second power correlated with the first power at the predetermined correlation is output from the electric motor based on the request or the instruction regarding the degree of correlation.

[0008] The present invention also provides an input unit that receives input from the legs of an occupant; a wheel to which the first power input to the input portion is transmitted; an electric motor that transmits an output second power to the wheel or a wheel other than the wheel, receiving a request or instruction from the occupant regarding a degree of correlation between the first power and the second power; and controlling the electric motor so that the second power correlated with the first power at the predetermined correlation is output from the electric motor based on the request or the instruction regarding the degree of correlation.

[0009] The present invention also provides It is a computer-readable storage medium that stores the above-mentioned program.

[0010] The present invention also provides an input unit that receives input from the legs of an occupant; a wheel to which the first power input to the input portion is transmitted; an electric motor that outputs a second power and transmits the second power to the wheel or a wheel other than the wheel; a receiving unit that receives an input of a request or instruction from the occupant regarding a degree of correlation of a predetermined correlation between the first power and the second power; and a control unit that controls the electric motor so that the second power that is correlated with the first power in the predetermined correlation relationship is output from the electric motor based on the request or instruction regarding the degree of correlation received by the receiving unit. [Effects of the Invention]

[0011] According to the present invention, the amount of assistance from the electric motor to the power input to the input section can be appropriately set based on the intention of the occupant. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a side view of an electric bicycle 10 in which an input lever 90 is provided on a steering handlebar 72. FIG. [Figure 2] 2 is a schematic diagram of a power unit 20 and a transmission section 80. FIG. [Figure 3] 2 is a diagram illustrating electrical paths and communication paths of the power unit 20, the battery 2, the control circuit 40, and the input lever 90. FIG. [Figure 4] 10 is a graph showing the legal upper limit of the assist ratio according to the vehicle speed. [Figure 5] 1 is a control map in which a target current is set relative to a vehicle speed and a target torque. [Figure 6] 3 is a schematic cross-sectional view of an input lever 90. FIG. [Figure 7]10 is a graph showing an assist ratio according to the opening degree of the input lever 90 in the EAB mode. [Figure 8] 10 is a graph showing the maximum assist ratio versus the opening degree of the input lever 90 in the EAB mode. [Figure 9] 10 is a graph showing an example of the responsiveness of the command current when the power of the motor M changes. [Figure 10] 10 is a graph showing the power output from the motor M according to the opening degree of the input lever 90 in the EV mode. [Figure 11] FIG. 2 is a block diagram summarizing the functional configuration of a control circuit 40. [Figure 12] 10 shows a control flow illustrating an example of processing executed by the control circuit 40 when the input lever 90 receives an input from an occupant. [Figure 13] 10 is a graph showing an assist ratio according to vehicle speed in a second embodiment. [Figure 14] 10 is a diagram illustrating electrical paths and communication paths of a power unit 20, a battery 2, a control circuit 40, and an input lever 90 in a second modified example. FIG. [Figure 15] 10 shows an example in which the assist ratio is set in stages when the input lever 90 is in the fully open position. [Figure 16] 10 is another example (part 1) of a graph showing the assist ratio according to the opening degree of the input lever 90 in the EAB mode. [Figure 17] 10 is another example (part 2) of a graph showing the assist ratio according to the opening degree of the input lever 90 in the EAB mode. [Figure 18] 10 shows an example (part 1) of a screen on which a driving mode can be set in an application installed on the mobile terminal 8. [Figure 19] 10 shows an example (part 2) of a screen on which a driving mode can be set in an application installed on the mobile terminal 8. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, embodiments of a vehicle, a control method, a program, a storage medium, and an information processing device according to the present invention will be described with reference to the accompanying drawings. Here, an electric bicycle will be described as an example of the vehicle.

[0014] [First embodiment] (Electric bicycle configuration) First, the configuration of an electric bicycle 10 of the first embodiment will be described with reference to Figures 1 to 3. The electric bicycle 10 comprises a front wheel FW, a rear wheel RW, a body frame 60, a power unit 20 having a motor M that drives the rear wheel RW, a battery unit 4 that is electrically connected to the power unit 20 to supply power, and a control unit 39. The electric bicycle 10 is, for example, an electric-assisted bicycle configured to be able to output assist force from the power unit 20. The electric bicycle 10 is manufactured, for example, by attaching an electric-assisted device made up of the power unit 20, battery unit 4, control unit 39, etc. to a non-electric bicycle.

[0015] The body frame 60 comprises a head tube 61 at the front end, a down tube 62 extending diagonally downward and rearward from the head tube 61, a top tube 63 provided above the down tube 62 and extending rearward from the head tube 61, a seat tube 64 rising diagonally upward and rearward from the rear end of the down tube 62 and connecting to the rear end of the top tube 63, a cylindrical support tube 65 (see Figure 2) fixed to the connecting point between the rear end of the down tube 62 and the lower end of the seat tube 64 and extending left and right, a pair of left and right chain stays 66 extending rearward from the support tube 65, a pair of left and right rear ends 67 provided at the rear ends of the chain stays 66 and supporting the axle of the rear wheel RW, and a pair of left and right seat stays 68 extending diagonally downward and rearward from the top of the seat tube 64 and connected to the rear ends of the chain stays 66.

[0016] A front fork 71 is steerably mounted on the head tube 61. An axle of a front wheel FW is rotatably supported at the lower end of the front fork 71, and a steering handlebar 72 is mounted at the upper end of the front fork 71. An input lever 90 is provided on the steering handlebar 72 to receive a drive request or instruction input from a rider (i.e., a driver) to the motor M. The input lever 90 will be described in detail later.

[0017] The steering handle 72 is also provided with a terminal holder 6 that can hold a portable terminal 8 used by the rider. The portable terminal 8 is, for example, a smartphone or a tablet terminal. By attaching the portable terminal 8 to the terminal holder 6, the portable terminal 8 is installed in a position that is visible when the rider rides the electric bicycle 10. Note that the portable terminal 8 may be carried directly by the rider without providing the terminal holder 6. For example, the portable terminal 8 may be attached to or stored on the rider or on an attachment such as the rider's clothing or bag.

[0018] Between the pair of left and right rear ends 67, the axles of the rear wheels RW are rotatably supported.

[0019] A cylindrical seat post 69 equipped with a seat 73 is attached to the upper end of the seat tube 64. The seat post 69 is fitted and fixed to the seat tube 64 so that the vertical position of the seat 73 can be adjusted.

[0020] A crankshaft 74 is inserted through the support tube 65 of the body frame 60. Cranks 75 extending radially outward are provided on both left and right ends of the crankshaft 74, and crank pedals 76 are connected to the tips of the cranks 75. The crank pedals 76 function as input units that receive input from the legs of the rider. The pedaling force input to the crank pedals 76 (hereinafter also referred to as pedaling force) is transmitted to the crankshaft 74 via the cranks 75, causing the crankshaft 74 to rotate.

[0021] A transmission unit 80 is provided between the crankshaft 74 and the rear wheel RW. The transmission unit 80 includes a drive sprocket 81 that is provided on the crankshaft 74 and is rotatable integrally with the crankshaft 74, a driven sprocket 82 that is provided on the axle of the rear wheel RW and is rotatable integrally with the axle of the rear wheel RW, and an endless loop-shaped chain 83 that is wound around the drive sprocket 81 and the driven sprocket 82.

[0022] In the power unit 20, the output shaft 21 of the motor M and the crankshaft 74 are arranged in parallel. The crankshaft 74 is rotatably supported inside a cylindrical sleeve 26 via a first one-way clutch 28, and a driven gear 26a that meshes with a motor output gear 21a provided on the output shaft 21 of the motor M and a drive sprocket 81 are fixed to the outer periphery of the sleeve 26. Therefore, the torque of the motor M is transmitted to the drive sprocket 81 via the motor output gear 21a, the driven gear 26a, and the sleeve 26. In other words, the motor M is arranged in parallel with the crank pedal 76.

[0023] In addition, a second one-way clutch 32 is provided between the driven sprocket 82 and the rear wheel RW.

[0024] When the crank pedal 76 is pedaled forward, the first one-way clutch 28 engages and the forward rotational power of the crankshaft 74 is transmitted to the drive sprocket 81 via the sleeve 26, and then to the driven sprocket 82 via the chain 83. At this time, the second one-way clutch 32 also engages, so that the forward rotational power transmitted to the driven sprocket 82 is transmitted to the rear wheel RW.

[0025] On the other hand, when the crank pedal 76 is operated in the reverse direction, the first one-way clutch 28 is not engaged, the reverse rotational power of the crankshaft 74 is not transmitted to the sleeve 26, and the crankshaft 74 rotates freely.

[0026] The battery unit 4 is detachably fixed to the down tube 62. The battery unit 4 has a battery 2 that has a plurality of cells therein and stores energy (electricity), and a base 3 that is attached to the upper surface of the down tube 62. The battery 2 is detachably provided on the base 3.

[0027] The electric bicycle 10 is also provided with a number of sensors. For example, the electric bicycle 10 is provided with a motor rotation speed sensor SE1, a torque sensor SE2, a rear wheel rotation speed sensor SE3, a cadence sensor SE4, and an inertial measurement unit (IMU) 41.

[0028] The motor rotation speed sensor SE1 detects the rotation speed of the motor M. The motor rotation speed sensor SE1 is configured by, for example, a magnet provided on the outer periphery of the output shaft 21 of the motor M and a Hall IC.

[0029] The torque sensor SE2 detects the pedal torque value generated by the pedal depression force. The torque sensor SE2 is configured by, for example, a magnetic displacement detection type torque sensor disposed on the outer periphery of the sleeve 26.

[0030] The rear wheel rotation speed sensor SE3 is a magnetic detection sensor provided, for example, on the chainstay 66, and detects magnetic pulses when magnets attached to the spokes of the rear wheel RW pass by the sensor. The control unit 39 calculates the rotation speed of the rear wheel RW from the interval between the detected magnetic pulses. The control unit 39 also calculates the speed of the electric bicycle 10 (hereinafter also referred to as vehicle speed) based on the interval between the detected magnetic pulses, the circumference of the rear wheel RW, the gear ratio, etc.

[0031] The cadence sensor SE4 detects the cadence, which indicates the speed of rotation of the crank 75. Because the drive sprocket 81 rotates integrally with the crank 75 and crankshaft 74 when the first one-way clutch 28 is engaged, the rotation of the drive sprocket 81 can be considered to be the rotation of the crank 75. The cadence sensor SE4 is, for example, a magnetic detection sensor. The drive sprocket 81 has multiple magnets (e.g., eight) evenly spaced around its circumference, and the cadence sensor SE4 detects magnetic pulses generated when the magnets pass by the sensor. The control unit 39 calculates the cadence from the interval between the detected magnetic pulses.

[0032] The IMU 41 is, for example, a nine-axis sensor that combines the functions of a three-axis acceleration sensor, a three-axis angular velocity sensor, and a three-axis direction sensor, and detects the mounting attitude of the control circuit 40. The IMU 41 is included in the control unit 39 provided inside the base 3, for example.

[0033] The control unit 39 is housed inside the base 3. The control unit 39 includes a control circuit 40, an IMU 41, a memory 42, a GNSS (Global Navigation Satellite System) unit 43, a BLE (Bluetooth Low Energy (registered trademark)) unit 44, and a DC / DC converter 45.

[0034] The control circuit 40 includes, for example, a CPU (Central Processing Unit) capable of performing various calculations, RAM (Random Access Memory) used as a work area for the CPU, and a storage medium such as ROM (Read Only Memory) for storing various information. The control circuit 40 calculates the power (motor torque) to be generated by the motor M so that an appropriate assist force is generated based on the state of the electric bicycle 10. The control circuit 40 outputs the calculation result (drive request) to the power unit 20, causing the motor M to operate. In this embodiment, a CPU 22 is provided in the power unit 20, and the motor M operates in accordance with the CPU 22 that receives the drive request from the control circuit 40, as an example.

[0035] The "power" calculated by the control circuit 40 may be motor torque, output, current command, or current request. Furthermore, the concept of "power" includes not only the power action force, which is positive power in the forward rotation direction, but also regenerative power, which is negative power in the rotation direction, and counter power action force (vehicle backward movement), which is positive power in the reverse rotation direction. The control circuit 40 is only required to calculate at least a "command value or request value correlated to the power generated by the motor M," and may also calculate an output limit value of the motor M or an output limit value of the battery 2, or perform calculations for control based on the output limit values.

[0036] The memory 42 is, for example, a flash memory (non-volatile memory), and temporarily or permanently stores information about the electric bicycle 10, riding data, and the like.

[0037] The GNSS unit 43 acquires the position information of the electric bicycle 10, specifically, the latitude, longitude, and altitude.

[0038] The BLE unit 44 is a communication device for short-distance connection such as connection by Bluetooth (registered trademark) with the mobile terminal 8 etc. The BLE unit 44 consumes a small amount of power from the battery 2 and is always in a standby state.

[0039] The DC / DC converter 45 reduces the supplied DC voltage while keeping it as a DC voltage, and generates power supply voltages for the control circuit 40, the IMU 41, the memory 42, the GNSS unit 43, and the BLE unit 44. Note that power supply lines connecting the DC / DC converter 45 to the IMU 41, the memory 42, the GNSS unit 43, and the BLE unit 44 are omitted in FIG. 3 .

[0040] On the base 3, there are arranged a male terminal (plug) 36a electrically connected to a female terminal (receptacle) 11 provided on the battery 2, and a connector pair 12 connected to the male terminal 36a via a power line 51. The connector pair 12 is detachable from each other, and is connected to the battery 2 via the power line 51 and the male terminal 36a, and is also connected to the power unit 20 via a power line 55.

[0041] The base 3 also has arranged thereon an electrical connector pair 13 electrically connected to the control circuit 40 via a power line 52 and a DC / DC converter 45, a communication connector pair 14 electrically connected to the control circuit 40 via a communication line 53, and a communication connector pair 15 communicatively connected to the control circuit 40 via a communication line 54. The electrical connector pair 13 is connected to the DC / DC converter 45 via the power line 52 and to the power unit 20 via a power line 56. The power line 56 is configured to receive power from the battery 2 by branching from the power line 55, for example. The communication connector pair 14 is connected to the control circuit 40 via the communication line 53 and to the power unit 20 via a communication line 57. The communication connector pair 15 is connected to the control circuit 40 via the communication line 54 and to the power unit 20 via a communication line 58. The communication method via the communication lines 54 and 58 is not particularly limited, but may be, for example, UART (Universal Asynchronous Receiver Transmitter) communication.

[0042] The electrical connector pair 13, the communication connector pair 14, and the communication connector pair 15 form the same connector pair 16. The power lines 52, the communication lines 53, and the communication lines 54 form a first harness 59a, and the power lines 56, the communication lines 57, and the communication lines 58 form a second harness 59b. In this way, the connector pairs are integrated by the connector pair 16, and the power lines and the communication lines are bundled and routed integrally, which makes the assembly work easier.

[0043] In the electrical system and communication system configured as described above, power from the battery 2 is supplied to the motor M of the power unit 20, and power stepped down from the power unit 20 via the DC / DC converter 45 is supplied to the control circuit 40, IMU 41, memory 42, GNSS unit 43, and BLE unit 44. The control circuit 40 also receives power before being stepped down by the DC / DC converter 45 via the power branch line 52a, and outputs a drive request to the power unit 20 via the communication lines 53 and 57.

[0044] (Electric bicycle riding mode) Next, we will explain the riding modes (driving states) of the electric bicycle 10. The electric bicycle 10 is switchable between an EAB mode in which the bicycle travels in an EAB (Electric-Assisted Bicycle) driving state in which the rear wheel RW is driven by at least the power (pedaling force) input to the crank pedals 76, and an EV mode in which the bicycle travels in an EV (Electric Vehicle) driving state in which the rear wheel RW is driven only by the power output from the motor M.

[0045] The operation to switch the riding mode is performed, for example, by application software (app) installed on the mobile terminal 8. When the mobile terminal 8 is able to communicate with the control circuit 40 and receives a selection of either EAB mode or EV mode from the rider, it sends a signal indicating the selected riding mode to the control circuit 40. The control circuit 40 then switches to the selected riding mode and outputs a drive request based on the selected riding mode to the power unit 20. Note that the operation to switch the riding mode does not have to be performed via the mobile terminal 8; for example, if the electric bicycle 10 is provided with a button or the like (not shown) for switching riding modes, it may be performed by inputting to the button.

[0046] First, the EAB mode will be described. The EAB mode is a mode in which the power (pedal force) input to the crank pedal 76 is electrically assisted by an assist force output from the motor M. In the following description, the control of the motor M executed by the control circuit 40 in the EAB mode may also be referred to as assist control.

[0047] When the EAB mode is set, the control circuit 40 controls the motor M so that the motor M outputs a power that has a predetermined correlation with the power input to the crank pedal 76 .

[0048] The predetermined correlation is, for example, a proportional relationship, and the control circuit 40 controls the motor M so that the motor M outputs power proportional to the power input to the crank pedal 76. The degree of proportionality of this proportional relationship is the assist ratio. The assist ratio is the ratio of the force used to compensate for the pedaling force using the motor M to the pedaling force calculated from the pedal torque value, which is the output value of the torque sensor SE2.

[0049] Figure 4 is a graph showing the relationship between vehicle speed and assist ratio. Japanese regulations stipulate a legal upper limit for the assist ratio according to vehicle speed, as shown by the solid line in Figure 4. The upper limit in Japan requires that the assist ratio is 2 up to a vehicle speed of 10 km / h, and that the assist ratio gradually decreases from 2 to 0 as the vehicle speed increases from 10 km / h to 24 km / h. At speeds of 24 km / h and above, the assist ratio is 0. Under Japanese regulations, the maximum assist ratio, which is the maximum value of the assist ratio, is 2. The assist ratio is set to be equal to or less than this legal upper limit.

[0050] The control circuit 40 performs PWM (Pulse Width Modulation) control on the motor M so that a target torque (assist force) is output based on the pedal force and an assist ratio according to the vehicle speed. The target torque is calculated, for example, by multiplying the pedal force by the assist ratio.

[0051] Specifically, when executing assist control, the control circuit 40 acquires an assist ratio corresponding to the current vehicle speed and determines a target torque based on the pedal force and the assist ratio. Then, the control circuit 40 sets a target current for the motor M based on a three-dimensional map, such as that shown in FIG. 5, in which a target current is set relative to the vehicle speed and the target torque. The control circuit 40 multiplies the target current by a predetermined filter function (e.g., an infinite impulse response (IIR) filter) and transmits the result as a command current to the power unit 20 via communication lines 54 and 58, and controls the motor M so that a torque based on the command current is output from the motor M. As the command current approaches the target current over time, the torque generated by the motor M approaches the target torque. When the command current reaches, or can be approximated as having reached, the torque generated by the motor M can be approximated as having reached, the target torque.

[0052] Note that the method for setting the target current for motor M is not limited to the method described above with reference to Fig. 5. For example, control circuit 40 may set the target current for motor M based on a three-dimensional map in which the target current for the rotation speed of motor M detected by motor rotation speed sensor SE1 and the target output of motor M are set. Here, the target output of motor M is calculated based on, for example, the output due to pedaling force calculated based on the cadence and pedal torque value detected by various sensors, and the assist ratio.

[0053] When the electric bicycle 10 is in the EAB mode, the assist ratio can be variably set by operating an input lever 90 provided on the steering handlebars 72.

[0054] 6 is a schematic cross-sectional view of the input lever 90. The input lever 90 receives an input of a request or instruction from the occupant regarding the degree of correlation of a predetermined correlation between the power input to the crank pedal 76 and the power output from the motor M. The control circuit 40 sets the degree of correlation based on the input received by the input lever 90.

[0055] The degree of correlation of the predetermined correlation is the assist ratio, which is the proportionality degree, when the correlation is a proportional relationship. The input lever 90 is provided to receive an input of a request or instruction from the occupant regarding the assist ratio, which is the proportionality degree of the proportional relationship.

[0056] The input lever 90 is provided to be rotatable by the occupant on the right grip portion of the steering handle 72 so that the occupant can move the input lever 90 back and forth between the fully closed position and the fully open position around the axis of the right grip portion. The input lever 90 is provided so that the occupant can operate it with the occupant's thumb or the like while gripping the steering handle 72 without releasing their hand.

[0057] The input lever 90 also has an opening sensor (not shown) that detects the opening, which is the amount of operation of the input lever 90, and outputs the detected opening to the control circuit 40 via a wired or wireless connection. Fig. 3 shows an example in which the control circuit 40 and the input lever 90 are spaced apart from each other and are provided so as to be able to communicate with each other via a wireless connection. By providing them so as to be able to communicate with each other via a wireless connection, it is possible to eliminate the need for wiring to connect the control circuit 40 and the input lever 90.

[0058] The control circuit 40 and the input lever 90 may be arranged to be able to communicate with the mobile terminal 8 via a wireless connection, in which case the input lever 90 may output the detected opening to the control circuit 40 via the mobile terminal 8. If the control circuit 40 and the input lever 90 are arranged to be able to communicate with each other via a direct wireless connection, it is necessary to prepare communication channels for the BLE unit 44 for the input lever 90 and the mobile terminal 8. However, if the control circuit 40 and the input lever 90 communicate via the mobile terminal 8, the communication channel for the BLE unit 44 only needs to be for the mobile terminal 8.

[0059] When the control circuit 40 receives the opening degree of the input lever 90, it sets the assist ratio according to the opening degree.

[0060] If the wireless connection between the control circuit 40 and the input lever 90 is cut off due to a poor connection or the like, the control circuit 40 outputs a command to the power unit 20 that corresponds to when the input lever 90 is in the fully closed position. The command that corresponds to when the input lever 90 is in the fully closed position is, for example, a command to stop driving the motor M, as will be described later. This ensures safety. Furthermore, even if the wireless connection between the control circuit 40 and the mobile terminal 8 is cut off due to a poor connection or the like, the control circuit 40 may output a command to the power unit 20 that corresponds to when the input lever 90 is in the fully closed position.

[0061] Fig. 7 is a graph showing the assist ratio according to the opening degree of the input lever 90 in the EAB mode, and Fig. 8 is a graph showing the maximum assist ratio in relation to the opening degree of the input lever 90 in the EAB mode. Prior to explaining Fig. 7 and Fig. 8, a graph of the reference assist ratio (reference assist ratio graph) will first be explained. The reference assist ratio graph is a graph in which, for example, the assist ratio is 1 up to a vehicle speed of 10 km / h, the assist ratio gradually decreases from 1 to 0 at a constant slope between 10 km / h and 24 km / h, and the assist ratio is 0 at 24 km / h or higher.

[0062] The control circuit 40 sets a graph of the assist ratio corresponding to the set opening degree by multiplying this reference assist ratio graph by a coefficient corresponding to the opening degree of the input lever 90. The coefficient corresponding to the opening degree is a value between 0 and 2, and is 0 when the input lever 90 is in the fully closed position and 2 when the input lever 90 is in the fully open position. As the input lever 90 moves from the fully closed position to the fully open position, the coefficient increases proportionally from 0 to 2 according to the opening degree, so the assist ratio takes a value within the shaded area in FIG. 7. In this way, the control circuit 40 sets a larger assist ratio as the opening degree of the input lever 90 increases, and conversely, sets a smaller assist ratio as the opening degree of the input lever 90 decreases. The control circuit 40 also sets the maximum assist ratio to increase proportionally from the fully closed position to the fully open position, and conversely, to decrease proportionally from the fully open position to the fully closed position.

[0063] The control circuit 40 sets the aforementioned coefficient to 0 when the input lever 90 is in the fully closed position. This causes the assist ratio to be zero regardless of vehicle speed, preventing power from being output from the motor M even if non-zero power is input to the crank pedal 76 (see the dashed line in FIG. 7 ). In other words, the control circuit 40 does not execute assist control when the input lever 90 is in the fully closed position. Specifically, the control circuit 40 prevents power from being output from the motor M by sending a command to the power unit 20 to stop driving the motor M or sending a command to the battery unit 4 to cut off the power supply from the battery 2 to the motor M. Note that the control circuit 40 does not need to set the assist ratio to zero when the input lever 90 is in the fully closed position. For example, the control circuit 40 may set the maximum assist ratio to a value greater than zero (e.g., 0.3). In other words, when the input lever 90 is in the fully closed position, the control circuit 40 may set the coefficient by which the reference assist ratio graph described above is multiplied to a value greater than 0.

[0064] Furthermore, the control circuit 40 sets the coefficient to 2 when the input lever 90 is in the fully open position, and controls the motor M so that the motor M outputs power that results in an assist ratio that is the legal upper limit (i.e., the maximum amount stipulated by the law) of the aforementioned Japanese regulations for the roadway (see the thick solid line in FIG. 7). In other words, the control circuit 40 sets the legal upper limit assist ratio as shown in FIG. 4 and controls the motor M so that the motor M outputs power based on the assist ratio corresponding to the vehicle speed. This configuration makes it possible to avoid setting an assist ratio that deviates from the law. The control circuit 40 may set the assist ratio when the input lever 90 is in the fully open position based on the legal maximum amount. For example, the control circuit 40 may set the assist ratio based on the legal maximum amount to be smaller than the legal maximum amount. For example, the control circuit 40 may set the maximum assist ratio when the input lever 90 is in the fully open position to a value smaller than the legal upper limit of 2 (e.g., 1.9). This provides an appropriate buffer so as not to exceed the legal upper limit. That is, when the input lever 90 is in the fully open position, the control circuit 40 may set the coefficient by which the reference assist ratio graph described above is multiplied to a value smaller than two.

[0065] The graph of the assist ratio when the input lever 90 is in the fully open position (hereinafter also referred to as the graph of the assist ratio at the fully open position) may be set in stages. FIG. 15 shows an example in which the graph of the assist ratio at the fully open position is set in stages (four stages in this case). The graphs of the assist ratio at the fully open position at levels 1, 2, 3, and 4 are graphs in which the coefficients multiplied by the reference assist ratio graph described above are 0.3, 1, 1.5, and 2, respectively, and the assist ratio at each level takes a value within the shaded area of ​​each graph. Although not shown in the drawings, the level setting is input by the occupant via an app on the mobile terminal 8, for example.

[0066] Graphs showing the assist ratio according to the opening degree of the input lever 90 are not limited to those shown in FIGS. 7 and 15. FIG. 16 shows another example (part 1) of a graph showing the assist ratio according to the opening degree of the input lever 90 in EAB mode. In this example, the control circuit 40 slides a graph of the assist ratio at the fully open position (e.g., a graph of the legal upper limit) to the left as the opening degree of the input lever 90 decreases, thereby setting a graph of the assist ratio corresponding to the set opening degree. The control circuit 40 then sets the graph (dashed line) where the assist ratio is zero at all vehicle speeds as the graph of the assist ratio when the input lever 90 is in the fully closed position. The assist ratio takes values ​​within the shaded area in FIG. 16. In this example, the slope at which the assist ratio gradually decreases according to vehicle speed is constant regardless of the opening degree of the input lever 90. According to this example, the smaller the opening degree of the input lever 90, the wider the range of vehicle speeds where the assist ratio is zero, thereby preventing excessive assistance from being applied when the electric bicycle 10 is traveling.

[0067] FIG. 17 is another example (part 2) of a graph showing the assist ratio according to the opening degree of the input lever 90 in the EAB mode. In this example, the control circuit 40 sets a graph of the assist ratio corresponding to the set opening degree by decreasing the slope of the gradually decreasing portion of the assist ratio in relation to a graph of the assist ratio at the fully opened position (for example, a graph of the legal upper limit), as the opening degree of the input lever 90 decreases. The control circuit 40 then sets the graph (broken line) where the assist ratio is zero at all vehicle speeds as the graph of the assist ratio when the input lever 90 is in the fully closed position. The assist ratio takes values ​​within the shaded area in FIG. 17. According to this example, the smaller the opening degree of the input lever 90, the gentler the slope of the gradually decreasing portion, thereby achieving natural assistance by the motor M. Furthermore, in this example, the vehicle speed at which assist force is no longer applied (assist upper limit vehicle speed) is maintained at 24 km / h regardless of the opening degree.

[0068] Furthermore, although not shown in the figures, the control circuit 40 may set a graph of the assist ratio corresponding to the set opening degree by reducing the slope of the gradually decreasing portion of the assist ratio in accordance with a decrease in the opening degree of the input lever 90 (see FIG. 17) with respect to a graph of the assist ratio at the fully opened position (for example, a graph of the legal upper limit) and by reducing the upper limit vehicle speed of the assist from 24 km / h (see FIG. 16).

[0069] According to the input lever 90 described above, the input lever 90 is arranged so that it can move back and forth within the range between the fully closed position and the fully open position, so that the occupant can intuitively set the assist ratio within the range between the fully closed position and the fully open position.

[0070] The input lever 90 is provided so that it can be positioned steplessly between the fully closed position and the fully open position, for example. This allows the assist ratio to be set more precisely. Note that the input lever 90 may also be provided so that it can be positioned stepwise between the fully closed position and the fully open position.

[0071] The input lever 90 is configured to be biased from the fully open position toward the fully closed position by a torsion coil spring (not shown) or the like. As a result, when the rider does not input a request or command to the input lever 90, the assist ratio automatically decreases. This prevents the motor M from unnecessarily outputting a large amount of power when the rider does not need assist control, improving safety when riding the electric bicycle 10. In particular, sudden assist control when starting the electric bicycle 10 is avoided, preventing the rider from suddenly jumping out. In particular, since the assist ratio is zero in the fully closed position, the assist ratio automatically becomes zero when the rider does not input a request or command to the input lever 90. This further improves safety when riding the electric bicycle 10.

[0072] The magnitude of the biasing force applied to the input lever 90 may be changed by changing the spring serving as the biasing member that biases the input lever 90 to another spring with a different spring constant. For example, depending on the ability of the occupant, a spring with a small spring constant or a spring with a large spring constant may be provided for the input lever 90.

[0073] The input lever 90 may be configured to be held at a predetermined opening position using frictional resistance or the like, without using a spring as a biasing member. With this configuration, after the occupant operates the input lever 90 to a predetermined opening position, the input lever 90 is held at that position without the occupant having to hold the input lever 90, so there is no need for the occupant to continue operating the input lever 90 when setting a desired assist ratio.

[0074] Furthermore, the control circuit 40 controls the motor M so that the power responsiveness of the motor M is further determined based on the input to the input lever 90. The "power responsiveness of the motor M" can also be defined as the responsiveness when the power of the motor M changes, and "when the power of the motor M changes" includes when the power input to the crank pedal 76 changes and the power of the motor M (target torque) changes, or when the vehicle speed changes and the assist ratio changes, etc. The control circuit 40 obtains the command current by applying a predetermined filter function (e.g., an IIR filter) to the target current to the motor M. The power responsiveness of the motor M changes depending on the time constant of the filter function, so the control circuit 40 can determine the responsiveness based on the input to the input lever 90 by changing the time constant based on the input to the input lever 90.

[0075] FIG. 9 is a graph showing an example of the responsiveness of the command current when the power of the motor M changes. In the graph, the thick solid line represents the target current I [A], which changes from I1 to I2 before and after changing the power of the motor M. When the opening of the input lever 90 is small, the control circuit 40 increases the time constant of the filter function to set a low responsiveness. This allows the power of the motor M to change slowly, making it possible to assist the pedaling force with a gentle assist force that does not cause sudden acceleration. On the other hand, when the opening of the input lever 90 is large, the control circuit 40 decreases the time constant of the filter function to set a high responsiveness. This allows the power of the motor M to change quickly, making it possible to assist the pedaling force with an assist force that responds immediately to the input of the crank pedal 76.

[0076] The power responsiveness of the motor M may be fixed and not change based on the input to the input lever 90. For example, the control circuit 40 sets the power responsiveness of the motor M to the highest value regardless of the input to the input lever 90.

[0077] Next, the EV mode will be described. In the EV mode, the rear wheels RW are driven only by the power output from the motor M, and the rider operates the input lever 90 to travel without pedaling the crank pedal 76.

[0078] When the EV mode is set, the control circuit 40 controls the motor M so that the motor M outputs power based on the input to the input lever 90 (ie, the opening degree) in the EV mode.

[0079] 10 is a graph showing the power output from motor M in response to the opening degree of input lever 90 in EV mode. Control circuit 40 sets the power output from motor M to be greater as the opening degree of input lever 90 increases, and conversely, sets the power output from motor M to be smaller as the opening degree of input lever 90 decreases. More specifically, control circuit 40 sets the power output from motor M to increase proportionally from the fully closed position to the fully open position, and conversely, sets the power output from motor M to decrease proportionally from the fully open position to the fully closed position.

[0080] It should be noted that even in the EV mode, the control circuit 40 may control the motor M so that the responsiveness of the power output from the motor M is further determined based on the input to the input lever 90.

[0081] In this way, the input lever 90 can receive a request or instruction from the occupant regarding the assist ratio in the EAB mode, and can also receive a request or instruction regarding the power output from the motor M in the EV mode. In other words, the input lever 90 can be used not only in the EAB mode but also in the EV mode, i.e., it can be used in both modes.

[0082] 11 is a block diagram summarizing the functional configuration of the control circuit 40 described above. The control circuit 40 has an acquisition unit 40a that acquires the vehicle speed, pedal force (power), and opening degree of the input lever 90 based on information detected by various sensors mounted on the electric bicycle 10, a mode switching unit 40b that switches and sets the riding mode based on commands or requests from the mobile terminal 8, and a control unit 40c that controls the motor M of the power unit 20 based on the information acquired by the acquisition unit 40a and the riding mode set by the mode switching unit 40b.

[0083] In the EAB mode, the control unit 40c controls the motor M so that the motor M outputs power that has a predetermined correlation with the power input to the crank pedal 76, based on a request or instruction (specifically, the opening) regarding the assist ratio received by the input lever 90. In the EV mode, the control unit 40c controls the motor M so that the motor M outputs power based on the request or instruction input to the input lever 90.

[0084] 12 shows a control flow illustrating an example of processing executed by the control circuit 40 when the input lever 90 receives an input from the occupant. The control circuit 40 repeatedly executes this control flow at predetermined time intervals when the input lever 90 receives an input from the occupant.

[0085] When the input lever 90 receives an input from the rider, the control circuit 40 acquires the opening degree of the input lever 90 based on the detection value of the opening degree sensor (step S101). Then, the control circuit 40 determines the riding mode of the electric bicycle 10 (step S102). Although not shown, the control circuit 40 executes a step of acquiring data detected by the various sensors SE1 to SE4 and the IMU 41 at predetermined time intervals. For example, the control circuit 40 executes a step of acquiring the magnitude of the pedaling force calculated from the detection value of the torque sensor SE2.

[0086] When the electric bicycle 10 is in the EAB mode, the control circuit 40 sets an assist ratio according to the opening degree (step S103), and controls the motor M so that power based on the set assist ratio is output from the motor M (step S104).

[0087] When the electric bicycle 10 is in the EV mode, the control circuit 40 sets the power according to the opening degree (step S105), and controls the motor M so that the set power is output from the motor M (step S106).

[0088] 18 and 19 show an example of a screen on which a driving mode can be set in an app installed on the mobile terminal 8. The screen displayed on the mobile terminal 8 displays an EAB switch 851 for switching the EAB mode on or off, an EV switch 852 for switching the EV mode on or off, an automatic mode switch 853 for switching the automatic switching mode of the assist control on or off when the EAB mode is selected, an assist ratio lever instruction switch 854 for switching the operation of changing the assist ratio by the input lever 90 on (enabled) or off (disabled), a power slide bar 855 for manually changing the power level of the assist control, and a response slide bar 856 for manually changing the response level of the assist control. Details of the app installed on the mobile terminal 8, as well as the automatic mode switch 853, power slide bar 855, and response slide bar 856 shown in FIGS. 18 and 19 can be implemented using the technology described in International Publication No. WO 2024 / 204337, for example.

[0089] As shown in Fig. 18, when the EAB switch 851 is ON and the assist ratio lever instruction switch 854 is ON, the control circuit 40 sets the assist ratio according to the opening degree of the input lever 90. Specifically, the assist ratio takes a value within the shaded area in Fig. 7. In this case, the power slide bar 855 and the response slide bar 856 become inoperable.

[0090] As shown in FIG. 19, when the EAB switch 851 is ON, the assist ratio lever instruction switch 854 is OFF, and the automatic mode switch 853 is OFF, the control circuit 40 disables changes in the assist ratio caused by operation of the input lever 90. In this case, the control circuit 40 sets the assist ratio based on the power level selected with the power slide bar 855. As shown in FIG. 13, the power levels include, for example, level 4 (thick solid line), which has the highest assist ratio, level 3 (thin solid line), level 2 (dashed dotted line), and level 1 (dashed two-dot line), which has the lowest assist ratio. At levels 1, 2, 3, and 4, the respective assist ratios (0.3, 1.0, 1.5, and 2.0) are maximum when the vehicle speed is up to 10 km / h. When the assist ratio lever instruction switch 854 is OFF, the assist ratio follows the line of the graph for each level in FIG. 13 according to the vehicle speed, regardless of the opening degree of the input lever 90.

[0091] When the EAB switch 851 is ON, the assist ratio lever instruction switch 854 is OFF, and the automatic mode switch 853 is ON, the control circuit 40 automatically switches the power level and response level according to the riding conditions of the electric bicycle 10.

[0092] When the EV switch 852 is ON, the control circuit 40 sets the above-mentioned EV mode.

[0093] Although not shown, the screen displayed on the mobile terminal 8 may further display a response lever instruction switch for switching ON (enabled) or OFF (disabled) the operation of changing the response by the input lever 90.

[0094] [Second embodiment] Next, an electric bicycle 10 of a second embodiment will be described. The electric bicycle 10 of the second embodiment differs from the electric bicycle 10 of the first embodiment in that the input lever 90 is used only in EV mode and not in EAB mode. The electric bicycle 10 of the second embodiment has a common structural configuration with the electric bicycle 10 shown in Figures 1 to 3.

[0095] The EV mode is the same in the first and second embodiments. That is, in the electric bicycle 10 of the second embodiment, in the EV mode, the input lever 90 receives a request or instruction from the rider regarding the power output from the motor M. Then, the control circuit 40 controls the motor M so that the power output from the motor M is based on the input to the input lever 90 (i.e., the opening degree).

[0096] On the other hand, in the electric bicycle 10 of the second embodiment, unlike the first embodiment, the input lever 90 disables input received from the rider in EAB mode, and the control circuit 40 does not perform control based on input to the input lever 90.

[0097] To explain the EAB mode of the second embodiment in more detail, when the vehicle is in the EAB mode, the control circuit 40 acquires the assist ratio based on a predetermined graph showing the relationship between the vehicle speed and the assist ratio, such as that shown in FIG. 13, and calculates the target torque based on the pedal force and the assist ratio.

[0098] 13, in the second embodiment, the assist ratio is divided into a plurality of selectable levels that are predetermined. The occupant selects one of the levels, for example, by operating an app on the mobile terminal 8. The plurality of levels includes, for example, level 4 (thick solid line), which has the highest assist ratio, level 3 (thin solid line), level 2 (dashed dotted line), and level 1 (dashed two-dot line), which has the lowest assist ratio. At levels 1 to 4, the respective assist ratios (0.3, 1.0, 1.5, 2.0) are maximum when the vehicle speed is up to 10 km / h.

[0099] When executing assist control, the control circuit 40 obtains an assist ratio corresponding to the selected level and the current vehicle speed, and determines a target torque based on the pedal force and the assist ratio. Then, the control circuit 40 sets a target current for the motor M based on a three-dimensional map in which a target current is set relative to the vehicle speed and the target torque, as shown in Fig. 5. The control circuit 40 multiplies the target current by a predetermined filter function, transmits this as a command current to the power unit 20 via communication lines 54 and 58, and controls the motor M so that a torque based on the command current is output from the motor M.

[0100] (Variation 1) In the above-described embodiments, an example has been described in which the control circuit 40 and the input lever 90 are disposed apart from each other and are capable of communicating with each other via a wireless connection, but this is not limiting. The control circuit 40 and the input lever 90 may also be capable of communicating with each other via a wired connection. A wired connection allows a request or instruction from the occupant input to the input lever 90 to be stably transmitted to the control circuit 40.

[0101] In the case of a wired connection, for example, a high-level signal (e.g., 5 V) is input to the control circuit 40 when the input lever 90 is in the fully open position, and no signal (0 V) is input when the input lever 90 is in the fully closed position. As a modified example, the voltage of the signal input to the control circuit 40 when the input lever 90 is in the fully open position may be, for example, 4.5 V, which is lower than the above-mentioned 5 V. Furthermore, a low-level signal may be input to the control circuit 40 when the input lever 90 is in the fully closed position, and the voltage of that signal may be, for example, 0.5 V.

[0102] The control circuit 40 may perform an abnormality determination based on the voltage of the signal input from the input lever 90. The control circuit 40 determines that an abnormality, such as a wire break, has occurred when the voltage of the signal input from the input lever 90 is equal to or lower than a lower threshold value that is lower than the fully closed voltage (the voltage input to the control circuit 40 when the input lever 90 is in the fully closed position). Specifically, when the fully closed voltage under normal conditions is 0.5 V, the control circuit 40 determines that an abnormality has occurred when the voltage input to the control circuit 40 is equal to or lower than a lower threshold value (e.g., 0.35 V). Furthermore, the control circuit 40 determines that an abnormality, such as a short circuit, has occurred when the voltage of the signal input from the input lever 90 is equal to or higher than an upper threshold value that is higher than the fully open voltage (the voltage input to the control circuit 40 when the input lever 90 is in the fully open position). Specifically, when the fully open voltage under normal conditions is 4.5 V, the control circuit 40 determines that an abnormality has occurred when the voltage input to the control circuit 40 is equal to or higher than an upper threshold value (e.g., 4.65 V).

[0103] When the control circuit 40 determines that such an abnormality has occurred, it outputs a command corresponding to the input lever 90 being in the fully closed position to the power unit 20. The command corresponding to the input lever 90 being in the fully closed position is, for example, a command to stop driving the motor M.

[0104] (Variation 2) In the second embodiment described above, the input lever 90 outputs the opening degree to the control circuit 40, and the control circuit 40 calculates the power of the motor M according to the opening degree, but this is not limiting.

[0105] In Modification 2 shown in FIG. 14, the electric bicycle 10 is further provided with a control device 91 that is different from the control circuit 40. The control device 91 includes a CPU, a storage device, and the like. The input lever 90 outputs the opening degree to the control device 91, and the control device 91 calculates the power of the motor M according to the opening degree. More specifically, the control device 91 calculates a target current according to the opening degree.

[0106] In addition, a switch 92 is provided on the communication line 58 connecting the power unit 20 and the control circuit 40. The switch 92 is provided so as to be able to switch between a communication path connecting the control device 91 and the power unit 20 and a communication path connecting the control circuit 40 and the power unit 20. The switching of the switch 92 is performed by the control circuit 40 or the control device 91.

[0107] When the electric bicycle 10 is in EAB mode, the control circuit 40 or the control device 91 switches the switch 92 to a communication path connecting the control circuit 40 and the power unit 20. On the other hand, when the electric bicycle 10 is in EV mode, the control circuit 40 or the control device 91 switches the switch 92 to a communication path connecting the control device 91 and the power unit 20. As a result, in EAB mode, input to the input lever 90 is disabled, and the control circuit 40 executes control (assist control) on the motor M. In EV mode, input to the input lever 90 is enabled, and the control device 91 outputs power from the motor M according to the input (opening degree) to the input lever 90.

[0108] (Variation 3) The configuration of the electric bicycle 10 provided with the control device 91 and switch 92 as in the second modification can also be applied to the first embodiment described above.

[0109] When the electric bicycle 10 is in EAB mode and the switch 92 connects the control circuit 40 to the power unit 20, the input to the input lever 90 is disabled, and the control circuit 40 performs control (assist control) of the motor M that is not based on the input to the input lever 90 as in the second embodiment.

[0110] When the electric bicycle 10 is in EAB mode and the switch 92 connects the control device 91 and the power unit 20, the control device 91 calculates an assist ratio according to the input to the input lever 90 as shown in Figure 7 and transmits it to the control circuit 40 via communication lines 53 and 54. The control circuit 40 calculates a command current based on the assist ratio obtained from the control device 91 and information obtained from various sensors, and controls the motor M so that a torque based on the command current is output from the motor M.

[0111] When the electric bicycle 10 is in EV mode, the switch 92 connects the control device 91 to the power unit 20, the input to the input lever 90 is enabled, and the control device 91 outputs the power of the motor M according to the input (opening degree) to the input lever 90. In other words, in EV mode, control by the control circuit 40 is not required.

[0112] The control method described in the above-described embodiment (specifically, the control flow shown in FIG. 12) can be realized, for example, by executing a prepared program on a computer (processor). This program is stored in a computer-readable storage medium and executed by being read from the storage medium. The program may also be provided in a form stored in a non-transitory storage medium such as a flash memory, or provided via a network such as the Internet. The computer that executes this program may be the control circuit 40 mounted on the electric bicycle 10, a mobile terminal 8 capable of communicating with the electric bicycle 10, or a combination of these.

[0113] The input lever 90 described in each of the above-described embodiments and modified examples may be mounted on a vehicle that does not have a crank pedal 76 and has only an EV mode. Such a vehicle is equipped with an accelerator (including a grip-type or pedal-type accelerator) that determines the power output from a motor mounted on the vehicle, but may also be configured to further include the above-described input lever 90 in addition to the accelerator. In such a vehicle equipped with both an accelerator and input lever 90, the power output from the motor can be determined using the accelerator and then the input lever 90 can be further operated to adjust the power determined by the accelerator according to the opening degree of the input lever 90. For example, when the power output from the motor is determined by the accelerator, no power may be output from the motor (i.e., the output from the motor may be set to zero) when the input lever 90 is in the fully closed position.

[0114] Although the embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is clear that those skilled in the art can conceive of various modifications and alterations within the scope of the claims, and it is understood that these also fall within the technical scope of the present invention. Furthermore, the components of the above embodiments may be combined in any manner without departing from the spirit of the invention.

[0115] For example, in the above-described embodiment, the electric bicycle 10 is used as an example of the vehicle of the present invention, but this is not limiting. For example, the number of wheels of the vehicle is not limited, and it may be, for example, an electric three-wheeled vehicle or four-wheeled vehicle.

[0116] In addition, in the above-described embodiment, the wheel driven by the power input to the crank pedals 76 and the wheel driven by the power of the motor M are both rear wheels RW on the electric bicycle 10, but this is not limited to this. For example, the wheel driven by the power of the motor M may be the front wheel FW, and the wheel driven by the power input to the crank pedals 76 may be the rear wheel RW. Also, the wheel driven by the power input to the crank pedals 76 may be the front wheel FW, and the wheel driven by the power of the motor M may be the rear wheel RW.

[0117] Furthermore, in the above-described embodiment, the input lever 90, the control circuit 40, and the mobile terminal 8 are arranged to be able to communicate with each other, but if a terminal device is attached to the vehicle, the input lever 90, the control circuit, and the terminal device attached to the vehicle may be arranged to be able to communicate with each other instead of the mobile terminal 8. In this case, the functions of the mobile terminal 8 are performed by the terminal device attached to the vehicle.

[0118] Furthermore, in the above-described embodiment, the "receiving unit" of the present invention is the input lever 90 that can rotate around an axis at the right grip portion of the steering handle 72, but the present invention is not limited to this. The "receiving unit" of the present invention may be, for example, a slider bar provided in a position where it can be manually operated by the occupant. The slider bar may be capable of moving linearly (translationally) or may be capable of moving in a curved line. Even in such a slider bar, a biasing member such as a spring may not be provided, and it may be configured to be held at a predetermined opening position using frictional resistance or the like.

[0119] This specification describes at least the following: In parentheses, components corresponding to those in the above-described embodiments are shown as examples, but the present invention is not limited to these.

[0120] (1) an input unit (crank pedal 76) that receives input from the legs of the occupant; a wheel (rear wheel RW) to which the first power input to the input portion is transmitted; an electric motor (motor M) that transmits the output second power to the wheel or a wheel (front wheel FW) different from the wheel; A vehicle (electric bicycle 10) equipped with a control unit (control circuit 40) that controls the electric motor, the control unit is configured to control the electric motor so that the second power correlated with the first power in a predetermined correlation is output from the electric motor; The vehicle further includes a receiving unit (input lever 90) that receives an input of a request or instruction from the occupant regarding the degree of correlation of the predetermined correlation. vehicle.

[0121] According to (1), the reception unit receives input of a request or instruction from the occupant regarding the degree of correlation between the first power and the second power. The occupant can set the degree of correlation by inputting a request or instruction to the reception unit, so that the assistance of the electric motor to the power input to the input unit can be appropriately set based on the occupant's intention.

[0122] (2) The vehicle according to (1), The predetermined correlation is a proportional relationship, The control unit is configured to output the second power proportional to the first power from the electric motor. vehicle.

[0123] According to (2), the second power can be outputted larger or smaller in proportion to the first power.

[0124] (3) The vehicle according to (2), the reception unit is configured to receive an input of a request or instruction from the occupant regarding a proportionality degree of the proportional relationship. vehicle.

[0125] According to (3), the degree of proportionality can be set based on the intention of the occupant.

[0126] (4) A vehicle according to any one of (1) to (3), The reception unit is provided so as to be able to reciprocate within a range between a first position (fully closed position) and a second position (fully open position). vehicle.

[0127] According to (4), the occupant can intuitively set the degree of correlation between the first power and the second power within a predetermined range.

[0128] (5) A vehicle as described in (4), The receiving unit is provided so as to be capable of being positioned steplessly within the range between the first position and the second position. vehicle.

[0129] According to (5), the degree of correlation between the first power and the second power can be set in detail.

[0130] (6) A vehicle as set forth in (4) or (5), the control unit is configured to output, from the electric motor, the second power, the degree of correlation of the predetermined correlation with the first power being greater when the reception unit is located at the second position than when the reception unit is located at the first position; The receiving portion is provided so as to be biased in a direction from the second position to the first position. vehicle.

[0131] According to (6), when the occupant does not input a request or instruction to the reception unit, unnecessary output of a large second power from the electric motor is avoided, and safety during riding in the vehicle is improved.

[0132] (7) A vehicle as described in (6), the control unit is configured so that when the reception unit is located at the first position, the degree of correlation of the predetermined correlation becomes zero, and the second power is not output from the electric motor even if the first power that is not zero is input to the input unit. vehicle.

[0133] According to (7), when the occupant does not input a request or instruction to the reception unit, unnecessary output of the second power from the electric motor is avoided, and safety during riding in the vehicle is further improved.

[0134] (8) A vehicle according to (6) or (7), the control unit is configured to output, from the electric motor, the second power such that the degree of correlation of the predetermined correlation becomes a set amount determined based on a maximum amount defined by laws and regulations for a road on which the vehicle travels, when the reception unit is located at the second position. vehicle.

[0135] According to (8), when the reception unit is located at the second position, which is the upper limit of the movement range, the degree of correlation can be prevented from exceeding the maximum amount stipulated by law.

[0136] (9) A vehicle according to (8), the control unit is configured to output, from the electric motor, the second power such that the degree of correlation of the predetermined correlation with the first power becomes the maximum amount specified by the regulations for the travel path when the reception unit is located at the second position. vehicle.

[0137] According to (9), when the receiver is located at the second position, which is the upper limit of the range of movement, the degree of correlation is set to the maximum amount stipulated by law. In other words, in (9), the "set amount" described in (8) is set to the "maximum amount."

[0138] (10) A vehicle according to any one of (1) to (9), The control unit is configured to control the electric motor so that a responsiveness of the second power or a responsiveness when the second power changes is further determined based on the input to the receiving unit. vehicle.

[0139] According to (10), by inputting a request or instruction to the receiving unit, in addition to setting the degree of correlation between the first power and the second power, the responsiveness of the second power is further determined, so that the second power can be output from the electric motor with appropriate responsiveness depending on the vehicle condition, driving environment, etc.

[0140] (11) A vehicle according to any one of (1) to (10), The vehicle is provided so as to be switchable between a first drive state (EAB mode) in which the wheels are driven by at least the first power input to the input unit, and a second drive state (EV mode) in which the wheels or the other wheels are driven only by the second power output from the electric motor. vehicle.

[0141] According to (11), it is possible to run the vehicle in an appropriate driving condition.

[0142] (12) The vehicle according to (11), The control unit In the first driving state, the electric motor is controlled so that the second power correlated with the first power at the correlation degree based on the input of the request or the instruction to the reception unit is output from the electric motor; and and controlling the electric motor so that, in the second driving state, the second power based on the input of the request or the instruction to the reception unit is output from the electric motor. vehicle.

[0143] According to (12), the receiving unit that receives a request or instruction regarding the degree of correlation between the first power and the second power in the first driving state can receive input of a request or instruction regarding the second power output from the electric motor in the second driving state. In other words, the receiving unit is not only used in the first driving state but also in the second driving state.

[0144] (13) A vehicle according to any one of (1) to (12), The control unit and the reception unit are provided to be able to communicate with each other via a wired connection. vehicle.

[0145] According to (13), the request or instruction from the occupant input to the reception unit can be stably transmitted to the control unit.

[0146] (14) A vehicle according to any one of (1) to (12), The control unit and the reception unit are arranged to be spaced apart from each other and are capable of communicating with each other via wireless connection. vehicle.

[0147] According to (14), it is possible to eliminate the need for wiring to connect the control unit and the reception unit.

[0148] (15) A vehicle according to (14), The control unit and the reception unit are provided so as to be able to communicate wirelessly with a terminal attached to the vehicle or a terminal (portable terminal 8) carried by the occupant. vehicle.

[0149] According to (15), the control unit is provided so as to be able to communicate with the reception unit via the terminal by wireless connection, so there is no need to prepare multiple communication channels for the control unit.

[0150] (16) an input unit (crank pedal 76) for receiving input from the legs of the occupant; a wheel (rear wheel RW) to which the first power input to the input portion is transmitted; and an electric motor (motor M) that transmits the output second power to the wheel or another wheel (front wheel FW) different from the wheel. receiving a request or instruction from the occupant regarding a degree of correlation between the first power and the second power; and controlling the electric motor so that the second power correlated with the first power at the predetermined correlation based on the request or the instruction regarding the degree of correlation (step S104). Control method.

[0151] According to (16), the reception unit receives input of a request or instruction from the occupant regarding the degree of correlation between the first power and the second power. The occupant can set the degree of correlation by inputting a request or instruction to the reception unit, so that the assistance of the electric motor to the power input to the input unit can be appropriately set based on the occupant's intention.

[0152] (17) an input unit (crank pedal 76) for receiving input from the legs of the occupant; a wheel (rear wheel RW) to which the first power input to the input portion is transmitted; and an electric motor (motor M) that transmits the output second power to the wheel or another wheel (front wheel FW) different from the wheel. A program for controlling the electric motor of a vehicle (electric bicycle 10) equipped with the electric motor, receiving a request or instruction from the occupant regarding a degree of correlation between the first power and the second power; and controlling the electric motor so that the second power correlated with the first power at the predetermined correlation based on the request or the instruction regarding the degree of correlation (step S104). program.

[0153] According to (17), the reception unit receives input of a request or instruction from the occupant regarding the degree of correlation between the first power and the second power. The occupant can set the degree of correlation by inputting a request or instruction to the reception unit, so that the assistance of the electric motor to the power input to the input unit can be appropriately set based on the intention of the occupant.

[0154] (18) A computer-readable storage medium storing the program described in (17).

[0155] According to (18), it is possible to execute the program described in (17).

[0156] (19) an input unit (crank pedal 76) for receiving input from the legs of the occupant; a wheel (rear wheel RW) to which the first power input to the input portion is transmitted; and an electric motor (motor M) that transmits the output second power to the wheel or another wheel (front wheel FW) different from the wheel. An information processing device that controls the electric motor of a vehicle (electric bicycle 10) equipped with the electric motor, a receiving unit (input lever 90) that receives an input of a request or instruction from the occupant regarding the degree of correlation of a predetermined correlation between the first power and the second power; and a control unit (control circuit 40) that controls the electric motor so that the second power correlated with the first power in the predetermined correlation is output from the electric motor based on the request or the instruction regarding the degree of correlation received by the receiving unit. Information processing device.

[0157] According to (19), the reception unit receives input of a request or instruction from the rider regarding the degree of correlation between the first power and the second power. The rider can set the degree of correlation by inputting a request or instruction to the reception unit, so that the assistance of the electric motor to the power input to the input unit can be appropriately set based on the rider's wishes. Note that, in the above-described embodiment, the "information processing device" corresponds to the combination of the control circuit 40 and input lever 90 of the electric bicycle 10, but is not limited to this, and may be a mobile terminal 8 instead of the control circuit 40, or a combination thereof. [Explanation of symbols]

[0158] 8 Mobile devices (terminals) 10 Electric bicycle (vehicle) 40 Control circuit (control unit, computer) 76 Crank pedal (input part) 90 Input lever (reception part) FW Front wheel (other wheels) M motor (electric motor) RW Rear wheel (wheel)

Claims

1. an input unit that receives input from the legs of an occupant; a wheel to which the first power input to the input unit is transmitted; an electric motor that transmits an output second power to the wheel or a wheel different from the wheel; A vehicle including a control unit that controls the electric motor, the control unit is configured to control the electric motor so that the second power correlated with the first power in a predetermined correlation is output from the electric motor; the vehicle further includes a reception unit that receives an input of a request or instruction from the occupant regarding the degree of correlation of the predetermined correlation; vehicle.

2. 2. The vehicle according to claim 1, The predetermined correlation is a proportional relationship, The control unit is configured to output the second power proportional to the first power from the electric motor. vehicle.

3. 3. The vehicle according to claim 2, the reception unit is configured to receive an input of a request or instruction from the occupant regarding a proportionality degree of the proportional relationship. vehicle.

4. A vehicle according to any one of claims 1 to 3, The receiving unit is provided so as to be able to reciprocate within a range between a first position and a second position. vehicle.

5. 5. The vehicle according to claim 4, the receiving unit is provided so as to be capable of being positioned in a stepless manner within the range between the first position and the second position; vehicle.

6. 5. The vehicle according to claim 4, the control unit is configured to output, from the electric motor, the second power, the degree of correlation of the predetermined correlation with the first power being greater when the reception unit is located at the second position than when the reception unit is located at the first position; The receiving portion is provided so as to be biased in a direction from the second position to the first position. vehicle.

7. 7. A vehicle according to claim 6, the control unit is configured so that, when the reception unit is located at the first position, the degree of correlation of the predetermined correlation becomes zero, and the second power is not output from the electric motor even if the first power that is not zero is input to the input unit. vehicle.

8. 7. A vehicle according to claim 6, the control unit is configured to output, from the electric motor, the second power such that the degree of correlation of the predetermined correlation becomes a set amount determined based on a maximum amount defined by laws and regulations for a road on which the vehicle travels, when the reception unit is located at the second position. vehicle.

9. 9. A vehicle according to claim 8, the control unit is configured to output, from the electric motor, the second power such that the degree of correlation of the predetermined correlation with the first power becomes the maximum amount specified by the regulations for the travel path when the reception unit is located at the second position. vehicle.

10. A vehicle according to any one of claims 1 to 3, The control unit is configured to control the electric motor so that a response of the second power or a response when the second power changes is further determined based on the input to the receiving unit. vehicle.

11. A vehicle according to any one of claims 1 to 3, The vehicle is provided so as to be switchable between a first drive state in which the wheels are driven by at least the first power input to the input unit and a second drive state in which the wheels or the other wheels are driven only by the second power output from the electric motor. vehicle.

12. 12. A vehicle according to claim 11, The control unit a control unit configured to control the electric motor so that, in the first driving state, the second power correlated with the first power at the degree of correlation based on the input of the request or the instruction to the reception unit is output from the electric motor; The electric motor is controlled so that, in the second driving state, the second power based on the input of the request or the instruction to the reception unit is output from the electric motor. vehicle.

13. A vehicle according to any one of claims 1 to 3, The control unit and the reception unit are provided to be able to communicate with each other via a wired connection. vehicle.

14. A vehicle according to any one of claims 1 to 3, The control unit and the reception unit are arranged to be spaced apart from each other and are capable of communicating with each other via wireless connection. vehicle.

15. 15. A vehicle according to claim 14, The control unit and the reception unit are provided to be able to communicate with a terminal attached to the vehicle or a terminal carried by the occupant via wireless connection. vehicle.

16. an input unit that receives input from the legs of an occupant; a wheel to which the first power input to the input unit is transmitted; an electric motor that outputs a second power and transmits the second power to the wheel or a wheel other than the wheel, receiving a request or instruction from the occupant regarding a degree of correlation between the first power and the second power; and controlling the electric motor so that the second power correlated with the first power at the predetermined correlation based on the request or the instruction regarding the degree of correlation. Control method.

17. an input unit that receives input from the legs of an occupant; a wheel to which the first power input to the input unit is transmitted; an electric motor that transmits an output second power to the wheel or a wheel other than the wheel, receiving a request or instruction from the occupant regarding a degree of correlation between the first power and the second power; and controlling the electric motor so that the second power correlated with the first power at the predetermined correlation based on the request or the instruction regarding the degree of correlation. program.

18. A computer-readable storage medium storing the program according to claim 17.

19. an input unit that receives input from the legs of an occupant; a wheel to which the first power input to the input unit is transmitted; an electric motor that outputs a second power and transmits the second power to the wheel or a wheel other than the wheel; a receiving unit that receives an input of a request or instruction from the occupant regarding a degree of correlation of a predetermined correlation between the first power and the second power; a control unit that controls the electric motor so that the second power correlated with the first power in the predetermined correlation is output from the electric motor based on the request or the instruction regarding the degree of correlation received by the receiving unit, Information processing device.

Images