CN1108195A - car with electric motor - Google Patents

Abstract

A vehicle with a motor has a manual drive system and an electric drive system, and can control the output of the electric drive system according to the change of manpower, and can judge whether a sensor has a fault even when a vehicle speed sensor has no signal output. The vehicle comprises a vehicle speed detection device, a manpower detection device, a detection device for acquiring the variation amplitude of the manpower to be detected, and a variation amplitude comparison device, wherein when the vehicle speed to be detected is not more than a given value, a timing starting signal is sent out after the variation amplitude exceeds the given value; the timer starts timing according to the timing starting signal, and sends an abnormal judgment signal when the accumulated timing value exceeds a given value; and an alarm device for alarming according to the abnormality discrimination signal.

Description

The present invention relates to a vehicle with an electric motor, in which the human driving system is parallel to the electric driving system, and the driving force of the electric driving system is controlled according to the human driving force (hereinafter referred to as pedal force) .

In a well-known technology (see Jikkai Sho 56-76590, Tokkai Hei.2-74491), the pedal force is first measured, and then the motor driving force (or motor auxiliary force) is controlled according to the pedal force . In other words, this device increases the driving force of the motor in proportion to the amount of manpower, thereby reducing the burden on manpower.

The shortcoming of this known device is, owing to be to control the ratio (or claim auxiliary force ratio) of motor drive force and pedal force according to the magnitude of pedal force, when pedal force is very big, motor drive force also increases, just might Unnecessarily increasing motor drive at high speeds, causing the bike to go too fast or wasting the battery.

In view of the above reasons, someone has designed another device (see Tokugan Hei 4-285432), in which both the pedal force and the speed of the vehicle are measured, so that the motor driving force can be reduced when the speed is high, thereby Reduce assist ratio. However, if the vehicle speed sensor fails, proper control is impossible.

For example, when the electrical connector of the vehicle speed sensor is loose and disconnected while the vehicle is running, the output of the sensor will show an abnormal change in the vehicle speed, and it can be determined that the sensor is abnormal. However, if the output of the sensor is zero from the beginning due to reasons such as disconnection of the vehicle speed sensor, it is impossible to determine whether the vehicle speed is zero or the vehicle speed sensor is out of order.

In view of the above problems, the object of the present invention is to provide a vehicle with an electric motor, which can determine whether the sensor is out of order when the vehicle speed sensor has no signal output.

Therefore, in order to achieve the above object, the present invention provides a car driven by human power. The car of the present invention includes a human drive system for converting the driving force of the person into the driving force for driving the car; an electric drive system for supplementing the auxiliary driving force for the driving force of the person; a control device for driving the vehicle according to the human driving force Auxiliary driving force of the force control electric drive system: a vehicle speed detection device for detecting vehicle speed; and a human driving force detection device for detecting human driving force.

Specifically, said control means includes a comparing means for outputting a control signal based on the human driving force measured under the condition that the measured vehicle speed is not greater than a given value. Under the condition that at least the control signal is output, the control device judges what kind of abnormality occurs in the vehicle, and provides an appropriate control to correct the abnormality.

Under the condition of human driving force, when the vehicle speed detection device is abnormal, the vehicle speed detection device will display that the vehicle speed is zero or the vehicle speed is extremely low. Similarly, due to factors such as external force, the car can also stop under the condition of someone's driving force. So this kind of car has an exception.

In the above-mentioned abnormal situation, although the human driving force detecting means detects the human driving force, the detected vehicle speed will not be higher than a given value. Thus, the comparison means outputs a control signal so that the control means can correct the abnormality by appropriate control.

A more preferable aspect of the present invention is that the control device also includes a variation range detection device and a variation range comparison device for obtaining the variation range of the driving force of the human. , whenever the variation range of the human driving force is not less than a given variation range, the comparison device outputs a control signal. Under the condition that at least the control signal is output, the control device judges that the vehicle speed detection device has an abnormality.

In order to accurately detect the abnormality of the vehicle speed detection device, the vehicle further includes a timer, which is used to start timing according to the control signal, and output an abnormality discrimination signal to the control device when the accumulated value exceeds a given value. The alarm device alarms the abnormal state according to the abnormality discrimination signal.

In addition, the human driving force detection device can also be used to detect the human driving force every given constant time interval. The change comparing means can be used to obtain the difference between two consecutive values of human driving force detected by the human driving force detecting means at intervals of a constant time interval, so as to obtain the variation range of human driving force.

By virtue of the above-mentioned optimization characteristics, when the variation range of the human driving force is not less than the given value and the vehicle speed is not greater than the given value, the state lasts longer than a given period of time, it can be discriminated The vehicle speed detection device has malfunctioned. Therefore, even in the case where the output of the vehicle speed detection device remains unchanged, a failure can be discriminated.

According to another aspect of the present invention, the control device further includes a running and stop control device for stopping or reducing the drive current to the electric drive system when the control device determines that the vehicle is abnormal.

Thanks to these features, no additional current is sent to the electric drive system when the car is stopped or at extremely low speeds.

Figure 1 is a side view of a bicycle with an electric motor;

Fig. 2 is the block diagram of the power system of above-mentioned device;

Fig. 3 is the functional block diagram of controller;

Fig. 4 is the operation flowchart of running, stopping;

Fig. 5 is the operation flowchart of system protection and fault judgment;

Fig. 6 is the operation flowchart of starting torque slider control;

Figure 7 is an operation flowchart of the auxiliary force limiting function;

Fig. 8 is a characteristic curve diagram of the auxiliary force changing with time;

Fig. 9 is an operation flow chart of stopping discrimination control;

Fig. 10 is a flow chart of the operation of the battery low voltage inspection function;

Fig. 11 is an operation flow chart of vehicle speed sensor failure judgment;

Fig. 12 is the operation flowchart of above-mentioned device;

Fig. 13 is a functional block diagram of the above device.

Mark Description:

33: Motor

44: crankshaft

54: A pedal force sensor used as a human driving force detection device.

66: Vehicle speed sensor used as a vehicle speed detection device

80: CPU (Central Processing Unit)

106A: Vehicle speed sensor fault judgment function

204: Variation comparison device

206: Timer

210: Alarm device

S: vehicle speed

△F: range of change

Figure 1 is a side view of one embodiment. Fig. 2 is a block diagram of the power system of this embodiment; Fig. 3 is a block diagram of this embodiment.

The overall structure of the vehicle body will be described below with reference to FIGS. 1 to 3 . The main frame 10 in Fig. 1 comprises a slanted beam tube 14 extending backward and downward from the front tube 12, a pair of left and right chain stays 16 (only one shown) extending backward from the lower end of the slanted beam tube 14, A saddle branch pipe 18 and a pair of left and right auxiliary stays 20 (only one is shown) supported upward by the lower end of the beam tube 14, and a pair of upper ends of the saddle branch pipe 18 and the auxiliary stays 20 and the back of the chain pull bar 16 The left and right rear stays 22 (only one shown) that are connected together.

A fork 24 is rotatably supported by the head tube 12 . A front wheel 26 is supported on the lower end of the wheel fork 24 . Handlebar 28 and the upper end of wheel fork 24 are fixed together. The saddle 32 is fixed on the top of the saddle post 30, and the saddle post is inserted into the saddle branch pipe 18 from above so that the height can be adjusted.

The chassis box 36 (referred to as the BB box hereinafter) and the permanent magnet DC motor 38 form a complete power unit 34 . Gussets 40 and 42 secure the BB box 36 to the rear lower portion of the drop tube 14 . The crankshaft 44 passes through the BB case 36 of the power unit 34 , and the crank 46 is fixed at both ends of the crankshaft 44 . Crank pedal 48 is fixed on crank 46 .

The power unit 34 includes gears and sprockets (not shown), which transmit the rotation of the crankshaft 44 to the chain 52 through a one-way clutch ( FIG. 2 ) located on one side of the crankshaft. A planetary gear is arranged between the crankshaft 44 and the chain 52 .

The pedaling force is input to a planetary gear of the planetary gear transmission, and then transmitted to the chain 52 through a ring gear. The pedal force F is measured by detecting the torque applied to the centrally located sun gear with a pedal force detection device with a potentiometer. The rotation of the motor 38 is transmitted to the chain 52 through a planetary gear-type reduction mechanism 56 and a one-way clutch 57 located on one side of the motor.

The rear wheel 58 is fixed on the rear end of the chain stay 16 , that is, the junction of the chain stay 16 and the rear stay 22 . The axle of the rear wheel 58 here forms a flywheel 60 driven by the chain 52 and which can only rotate forward. FIG. 1 shows a rechargeable battery 62 (eg, lead-acid battery) stacked vertically in an elongated battery compartment 64 .

The rotational speed sensor 66 is fixed on the BB box 36 and is used to detect the rotational speed of the sprocket (not shown) on which the chain 52 is wound. The rotation speed sensor 66 is also used to detect the vehicle speed at the same time. The control unit 68 is fixed on the front lower part of the inclined beam pipe 14 . The cover 70 covers the control unit 68 and the power unit 34 .

The pedal force F detected by the pedal force detection mechanism with a potentiometer and the vehicle speed S detected by the vehicle speed sensor 66 are all input into the control unit 68, and the control unit 68 controls the motor according to the pedal force F and the vehicle speed S current, thereby producing motor output or motor torque T _M .

The configuration of the controller 68 is as shown in FIG. 3 . The motor 38 and the battery 62 together with the switching circuit 72 form a closed loop. This closed loop is the main loop 74 . The switch circuit 72 is composed of, for example, a metal-oxide semiconductor field effect transistor. A free wheel diode 76 is connected in parallel with the motor 38 . A shunt 78 is connected to the main circuit 74 for sensing current.

The CPU 80 outputs a command value (i) representing the output (torque) T _M of the motor (38) based on the pedaling force F and the vehicle speed S. In other words, the CPU issues an instruction value so that the output (torque) T _M of the motor 38 is periodically changed simultaneously with the periodic change of the pedaling force. When the specified vehicle speed S is reached, the vehicle speed S can be limited by limiting the output _TM of the motor.

The gate circuit 82 drives the switch circuit 72 by outputting a gate signal (g) according to an instruction value (i) issued by the CPU 80 representing a variable duty factor. In other words, to increase the output _TM of the motor, the ratio of the on time to the sum of the on and off times (called the duty cycle) in the command value (i) is increased.

The gate signal (g) issued by the gate circuit 82 based on the command value (i) is transmitted to a switching element of the switching circuit 72 to selectively turn each switching element to an on or off position.

FIG. 3 shows a master switch 84 . When the main switch 84 is in the open state, the CPU 80 will open the main relay 86 in the main circuit 74, and simultaneously make all the components of the power supply part 88, the auxiliary device control part 90, the gate circuit 82 and the controller 68 enter the open state. The power supply section 88 supplies a power supply voltage to the CPU 80, and supplies a drive voltage to the auxiliary device 92 by gradually reducing the operating voltage of the battery 62 by means of, for example, a switching regulator.

Another small-capacity battery (not shown) may also be connected at the power supply section 88 , which is charged by the gradually decreasing current provided by the working battery 62 . The auxiliary device 92 includes lamps and meters, and the power supply part 88 supplies power to drive these lights and meters according to the instruction of the control part 90 of the auxiliary device.

(CPU function)

The function of the CPU will be described below with reference to FIGS. 3 to 13 .

The CPU has various functions that operate according to software. As shown in FIG. 3 , these functions can be roughly divided into the following four types, namely: exercise and stop control function 100 , stop processing function 102 , system protection function 104 and fault judgment function 106 . When the CPU 80 executes other programs, it repeatedly executes the system protection function 104 and the failure judgment function 106 at appropriate timings, for example, about every 10 milliseconds. FIG. 4 roughly shows the working flow of the drive and stop control function 100 and the stop processing function 102 . FIG. 5 roughly shows the workflow of the system protection function 104 and the fault judgment function 106 .

(drive and stop control)

With the main switch 84 turned on, the travel and stop control function 100 performs various operations from start to stop judgment. This process is repeated approximately every 10 milliseconds, for example. Each of functions 100 will be described below.

(start judgment and start torque slider function)

First, the start judging function 110 will be described. When the pedal force F exceeds a given value F. (for example 30Kg), the function 110 judges the starting tendency of the display, and then turns to the starting control state by the starting torque slider control function 120 to be described below.

The effect of the starting torque slider control 120 is that, within a given period of time (for example, 3 seconds) after the above-mentioned starting judging function 110 judges the shown starting tendency, if the vehicle speed S continues to be zero, the starting torque slider control 120 The result of the activation judgment is canceled. An example of this is when pedal force is applied while the brakes are applied to prevent starting. In this case, if the motor 38 still runs in a similar manner to conventional driving, excess current will continue to flow in the motor 38, thereby accelerating the wear of the battery 62 and placing a large load on the drive system. The start should therefore be interrupted after a given period of time has elapsed.

Fig. 6 is a flowchart of the above. In this embodiment, when the main switch is turned on and the car is stationary or driven only by human power, the start waiting mode is automatically set. It can be judged that the system is in the start waiting mode of step 110A. In the start waiting mode of step 110A, it is judged whether the current mode is the start waiting mode. If the mode is a waiting-to-start mode, when the pedal force F is equal to or greater than F _O (pedal force value for start discrimination) (step 110B), it is discriminated that there is an intention to start. If F ≥ F ₀ , start the motor assist function and set the mode to slow start mode (step 110D). Next, the program transfers to the starting torque slider control module 120 . In the control module 120, a timer is first started (step 120A). If this mode is not the starting waiting mode, it means that the car is running, so the program skips the starting judgment module 110 and the starting torque slider control module 120, and enters the following slow starting step 130.

Next, it is judged whether the vehicle speed S is zero (step 120B). If S=0, it is judged whether the time count value (t) of the timer has reached a given value t _O (for example, 3 seconds) (step 120C). If S is not zero, it is judged that the vehicle has started to travel, so the value of F _O is not changed (step 120D), and the start judging function is terminated.

In the above-mentioned starting torque slider control, if the car remains stationary under the condition of applying a constant pedal force (for example, the situation described above-applying the brake while applying the pedal force to prevent starting), The electric current of the motor flows repeatedly for a time t ^* at regular intervals. This will adversely affect the battery and other components. To solve this problem, in this embodiment, the given value F ^* for judging startup is increased by a constant α every time the startup judgment is performed. Next, the control process for increasing the given value F ^* will be described.

If time t reaches t ₀ , parameter F ₀ is increased to F ₀ +α (step 120E), and the motor assist function is deactivated. The program returns to the startup standby mode (step 110A). If the time t has not reached t ₀ , the program returns to step 120B to judge whether the vehicle speed S is zero. If F≧F ₀ +α and the pedaling force is still applied, it is judged again that starting is to be started (step 110B), and the motor assist function is activated (step 110D). After this operation is repeated (n) times, if F ≤ F ₀ +nα, the motor assist function (110B) is no longer performed.

(slow start)

If the calculated assist amount (hereinafter referred to as the expected assist force) is quickly given at the moment of motor assist start, there will be an inrush current like a large shock wave flowing into the motor. Therefore, a slow start function 130 is designed so that the actual assist force command value (hereinafter referred to as actual assist force) increases smoothly. That is to say, add 10% of the preset assist force to the actual assist force at regular intervals (such as 0.015 seconds), and when the preset assist force is reached, the program enters the driving mode and transfers to the driving control 140 .

(travel control)

Ride control 140 is used to control normal travel. In this process, an optimal assist force is calculated according to the vehicle speed S, pedal force F, power supply voltage and motor current, and the assist force is updated every fixed period of time (for example, 0.01 second). In this case, the amount of change from the previous assist force is limited so that a feeling of smooth assist can be produced. That is, an assist force limiting function as shown in FIG. 4 is provided (step 140A).

FIG. 7 is an operation flowchart of the assist force limiting function 140A, and FIG. 8 is an example of changes in assist force over time. Since the motor current is controlled by pulse width modulation in this embodiment, when the motor current is represented by the duty cycle D%, the expected duty cycle D (equivalent to the expected auxiliary force, the following duty cycle is equivalent to depending on the size of the auxiliary force) does not exceed a given value (for example, 10%).

Referring to Fig. 7, the current duty cycle D _N and the expected duty cycle D _N-1 before time τ are stored (step 140B), if the duty cycle D is increasing (step 140C), then the duty cycle D _{N -1} is increased by 10% and the increased result is taken as D1 (step 140D). If D _N < D ₁ , it indicates that D _N has not increased by more than 10% (step 140E). It is then assumed that D ₂ =D _N (step 140F), and D ₂ is used as the expected duty cycle to control the motor output (step 140G). _D2 is then assumed to be the previous duty cycle D _N-1 . The process returns to step 140B.

If D _N is equal to or greater than D ₁ in step 140D, this indicates that the expected duty cycle increase is equal to or greater than 10%. Then D ₂ =D ₁ (step 140I), and control is performed with D ₂ as the expected duty cycle.

If the estimated duty cycle is decreasing (step 140C), then reduce the previous estimated duty cycle D _N-1 by 10%, and use the reduced result as D ₁ (step 140J). If D _N > D ₁ (step 140K), it indicates that the reduction is less than 10%. Therefore, D _N is taken as the expected duty cycle D ₂ (step 140L). If D _N ≤ _{D 1} , indicating that the decrease is not less than 10%, D ₁ is taken as the expected duty cycle D ₂ (step 140M).

The above process is shown by the solid line A in FIG. 8 . The dotted line B shows the variation of the duty cycle D when the assist force limitation control program 140A is not executed. Through the control program 140A, the increase and decrease of the motor current can be realized smoothly. Therefore, the riding feeling is improved and the shock to the drive system is reduced. This ride control also limits the motor assist ratio at high speeds. In order to do this, the assist force ratio is set to a small value on a map defining the assist force ratio in relation to the vehicle speed S and the pedal force F.

(stop judging control)

In this embodiment, under the condition that no brake switch is used, pedal force F and vehicle speed S are used to determine the intention to stop.

First, when the vehicle speed is zero (step 150A), if the pedal force is less than a given value F ₁ (eg 12 kg force or about 2 kg-m torque) (step 150B), start a timer (step 150C). If the timer is already counting, continue counting (step 150D). When the accumulated value t of the timer reaches a given value t ₀ (for example, 1 second) (step 150E), the program enters the stop processing function to change the motor output to zero (step 102).

When F is not less than F ₁ (step 150B) and F is not less than F ₂ (F ₂ is greater than F ₁ , for example, 30kg) (step 150G), if the variation range ΔF of pedal force F is not greater than a given value ΔF . (for example 12kg) (step 150H), then start another timer (step 150I). If the timer is already counting, continue counting (step 150J). When the accumulated value _t1 continues for a given value _t10 (for example, 2 seconds), it is discriminated that there is an intention to stop (step 150J). When the vehicle speed S is not zero (step 150A), the timer is reset, or the above-mentioned situation will not be encountered (step 150L), and the program returns to step 10. At this point, the pattern remains unchanged.

When it is judged that there is an intention to stop as described above, the program transfers to the stop processing function (step 102), gradually reduces the output of the motor, and prepares for the next start, or waits for the next start by setting the program to the start waiting mode. Input of pedal force F. If there is no signal such as pedal force F and vehicle speed S input from the outside for a longer period of time than a given period of time, the program goes into the energy-saving mode. For example, the gate circuit 82, the main relay 86, and the power supply part 88 are powered off, and the rest of the CPU 80 stops working, leaving only the function of judging whether there is an external input to continue working.

(system protection)

The system protection function 104 will be described below. As shown in FIG. 5 , this function includes a battery overvoltage detection function 160 , a battery low voltage detection function 170 and a low energy consumption mode discrimination function 180 .

When replacing the battery, replace the original battery with a battery with a higher voltage, and protect the system through the battery overvoltage detection function 160 . That is, when the main switch 84 (FIG. 3) is turned on, it is first detected whether the battery voltage is higher than a given value. If it is higher than the given value, the control is stopped and the driving mode is limited to the energy-saving mode. In this way, it is guaranteed that it will not start during charging. In order to increase the safety factor, even if the battery voltage returns to a normal level under the above-mentioned circumstances, the vehicle cannot travel unless the main switch 84 is disconnected.

When the battery voltage is too low, the battery low voltage detection function 170 is used to protect the battery so that the battery does not consume excessive power. Even if the battery voltage is low during driving, when the discharge current is cut off by stopping the control, the battery voltage can recover and rise. Therefore, control can be performed again. However, the battery can be damaged if it is discharged too much. Therefore, it is preferable to detect the voltage without load immediately after opening the main switch 84, and to issue an alarm signal if the voltage is lower than a preset value.

FIG. 10 also shows a low battery detection function 170 . That is, the battery voltage V _B is compared with two thresholds V _th1 and V _th2 (V _th1 <V _th2 ) (steps 170A, 170B). If V _B is not greater than V _th1 , the LED is illuminated and the timer is started (step 170C). When the count value of the timer reaches an accumulative time value _t20 (for example, 5 seconds) (step 170D), all control is ended (step 192).

If V _B is between V _th1 and V _th2 (steps 170A, 170B), an alarm is issued by flashing the LED (step 170F). If V _B is not less than V _th2 , it indicates that the battery voltage is normal, so other control procedures are executed (step 170G).

As mentioned above, when the voltage V _B is not greater than V _th1 , the car will not stop immediately, because when V _B is not greater than V _th1 , the control is not ended immediately, but after a given period of time. The light-emitting diode is on for a given period of time. For example, if the car is started at an intersection, the voltage drops low and the LED lights up before the intersection is crossed. Even if this happens, the vehicle can still continue to travel within a period of time _t20 set by the timer so as to pass through the intersection.

The low energy consumption mode judging function 180 is used for judging the aforementioned energy saving mode. When the vehicle is at a standstill (S=0) and there is still no vehicle speed S signal input after a longer period of time (eg 5 minutes), the program will transfer to the energy-saving mode. As previously mentioned, in this mode, the gate circuit 82, the main relay 86, and the power supply 88 are all powered off, and the rest of the CPU 80 stops working, leaving only the function of judging whether there is an external input to continue working.

The fault judging function 160 detects various faults, and if any fault exists, an alarm signal is issued in a similar manner to steps 160 and 170 (step 190) to end control (step 192). In the end control step 192, the main relay 86 is powered off, and all other functions of the CPU are stopped, leaving only the alarm processing and low energy mode discrimination functions to continue to work. FIG. 11 shows the workflow of the failure detection function of the vehicle speed sensor 66 as an example of the failure judgment function 106 . Figure 12 shows the specific process of the above work.

The fault detection of the vehicle speed sensor 66 is exactly to judge whether the vehicle speed sensor 66 has no signal output before and after starting. In other words, when this routine is started (step 106A), if the output of the vehicle speed sensor (vehicle speed S) is zero (step 106B), the variation ΔF of the pedaling force F is detected (step 106C). As shown in FIG. 12, the variation range ΔF is the difference between the pedal force F _n and F _n+1 detected at every constant time τ ₁ , that is, ΔF=F _n+1 −F _n . For example, the time _τ1 is set to 0.5 seconds.

Compare the difference ΔF _n with a fixed value ΔF ₀ (step 106D), if ΔF _n ≥ ΔF ₀ , start the timer (step 106E), when the accumulated value t ₃ reaches the given value t ₃₀ , it is judged that the vehicle speed sensor 66 is out of order (step 106G). Then an alarm signal is issued and the timer is reset, and the control ends (step 192). If the vehicle speed S becomes non-zero (step 106B) before the accumulated time counter value _t3 reaches _t30 , or ΔF< _ΔF0 (step 106D), it can be determined that there is no fault, and the timer is reset (step 106I), The program transfers to other control modules (step 106J).

As described above, even if the vehicle speed S is zero, as long as the variation ΔF is larger than a predetermined value, it can be judged that the vehicle speed sensor 66 is out of order. Therefore, even if the vehicle speed sensor 66 does not output a signal due to a disconnection or the like, failure detection can be performed. If no fault is detected after the above-mentioned fault judgment 106 is completed, the program goes to other normal control (step 194 in Fig. 5).

FIG. 13 shows the operation flow of the function 106A for judging the failure of the vehicle speed sensor 66 . That is, the vehicle speed determination device 200 determines whether or not the vehicle speed S detected by the vehicle speed detection device constituted by the vehicle speed sensor 66 is zero. Numeral 202 denotes means for detecting the magnitude of change in the pedaling force F. When the vehicle speed S is zero, the measured variation ΔF is input into the variation comparison device 204, and ΔF is compared with the given value ΔF ₀ . When ΔF > ΔF _O , a timer start signal T _S is issued.

The start signal T _S resets the timer 206 to start timing. When the accumulated time count value reaches the given time value _t30 , the timer 206 sends out a failure discrimination signal I. Store the fault signal I in the buffer register 208, and at the same time let the alarm device 210 send out an alarm signal, and make the stop processing device 212 stop the control. And the timer 206 is also reset.

In this embodiment, when detecting the failure of the vehicle speed sensor 66, the difference ΔF between two consecutive pedal forces F detected every constant time _τ1 is used as the variation range. However, the present invention is not limited to this embodiment. For example, the difference between the maximum value and the minimum value of the pedaling force within a varying time interval may be used as the range of change. The present invention can be used not only for bicycles but also for vehicles such as wheelchairs and carts. In this type of vehicle, hand power is used as the driving force for the person.

As described above, if the variation of the human driving force is higher than a given value under the condition that the vehicle speed detected by the vehicle speed detecting device is lower than a given value, and the duration of this state is longer than a given period of time, the It can be judged that the vehicle speed detection device is out of order, and the present invention defined by claim 1 starts the timer. Therefore, even if the output value of the vehicle speed detection device remains unchanged before and after the power is turned on, a fault can be determined.

In this embodiment, the human driving force is detected within a fixed time interval, and the difference between values detected at regular intervals is taken as the range of change (claim 2).

Claims (7)

1. A vehicle driven by human power, including: a human drive system for converting human drive into drive for the vehicle; An electric drive system for supplementing the auxiliary drive power to the human drive force; a control device for controlling the auxiliary driving force according to the human driving force; A vehicle speed detection device for detecting the vehicle speed; A driving force detecting device for a person is used for detecting the driving force of a person; it is characterized in that: The control device includes a comparison device, and the comparison device outputs a control signal according to the measured human driving force under the condition that the measured vehicle speed is not greater than a given value; The control device judges whether there is an abnormality in the vehicle under the condition that at least the control signal is output, and properly controls the vehicle so as to correct the abnormality. 2. The vehicle driven by human driving force according to claim 1, characterized in that: The comparison device includes a magnitude of change detection means for detecting a magnitude of variation of human driving force; and A change range comparison device, if the change range of human driving force is not less than a given change range under the condition that the measured vehicle speed is not greater than a given value, the device outputs a control signal; The control device judges whether there is any abnormality in the vehicle speed detection device under the condition that at least a control signal is output. 3. The vehicle driven by human driving force according to claim 2, characterized in that: The control device also includes a timer, used to start timing according to the control signal, and output an abnormality discrimination signal when the accumulated value exceeds a given value; and An alarm device is used for alarming according to the abnormality discrimination signal. 4. The vehicle driven by human driving force according to claim 2 or 3, characterized in that: The human driving force detection device is used to detect the human driving force at a given fixed time interval; The range of change comparison device is used to calculate the difference between two adjacent human driving force values detected by the human driving force detection device at a given fixed time interval, thereby obtaining the human driving force the magnitude of change. 5. The human-driven vehicle according to any one of claims 1 to 4, characterized in that: The control device calculates the predicted assisting force of the electric drive system according to the measured human driving force at fixed time intervals, and changes the assisting force of the motor corresponding to the magnitude of the assisting driving force according to the predicted assisting force. force; Said vehicle also includes a slow start device for adding a given ratio of the predicted auxiliary driving force to the actual driving force at a given fixed time interval to achieve the predicted auxiliary driving force, thereby increasing the auxiliary driving force at the beginning At this time, the auxiliary driving force can be smoothly added to the human driving force. 6. The human-driven vehicle according to any one of claims 1 to 5, characterized in that; The control device provides driving current pulses to the electric drive system generating the auxiliary driving force at a given time interval, and changes the duty ratio of the driving current pulse amplitude according to the calculated expected duty ratio way to control the drive current; The car also includes an auxiliary force limiting device, which is used for normal driving of the car. When the change of the actual duty ratio exceeds a given value, the auxiliary force limiting device is used to reduce the expected duty ratio A given rate is added to or subtracted from the actual duty cycle. 7. The vehicle driven by human driving force according to claim 1, characterized in that: The control device also includes a travel and stop control device, the travel and stop control device is used to stop supplying the drive current to the electric drive system or reduce the drive current when the control device judges that the vehicle is abnormal, so as not to Excess current is supplied to the electric drive system.

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