JP2003104277A - Regenerating control unit of power-assisted bicycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a regenerative control unit of a power-assisted bicycle, which can perform regenerative charge corresponding to user's will or needs. SOLUTION: When a brake is operated during running and a brake switch 51 is switched on, regenerative control signals corresponding to the speed are outputted to a drive/regeneration driver 42 from a regenerative charge map 52. When a pedaling force TRQA continues to be lower than a pedaling force lower limit TRQBT when descending a slope or running on a flat land, and a count value KSR of a low level counter 44 is not less than a reference value KSRCH, a regeneration indication KCI is outputted to the drive/regeneration driver 42. When the drive/regeneration driver 42 receives the regenerative control signals or the regeneration indication KCI, the driver drives an actuator 7, as a result of which regenerative charge starts.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a regeneration control device for a power-assisted bicycle, and more particularly, to a regenerative control for a power-assisted bicycle that can recharge a battery by interrupting or limiting the addition of the assist force when the pedaling force is low. Regarding the device.

[0002]

2. Description of the Related Art An electric assist system having a human power drive system for transmitting a pedal effort applied to a pedal to a rear wheel and a motor drive system capable of adding an auxiliary force to the human power drive system according to the pedal effort. Bicycles are known. In this electric assisted bicycle, it is desired to reduce the consumption of the battery and extend the traveling distance by one charging. For example, JP 2000-7
Japanese Patent No. 2080 discloses an assist force control for an electric assisted bicycle that suppresses battery consumption by stopping the current supply to the motor or reducing the current value when the assist force is not required, such as when traveling on a flat road. A method is disclosed.

In addition, in this electric assisted bicycle, it is known that regenerative charging is performed when a brake is operated on a downhill or the like so that energy can be efficiently used.

[0004]

However, in the conventional power-assisted bicycle, regenerative charging is performed under predetermined conditions, and special consideration is given to the regenerative charging according to the user's intention and needs. There wasn't. Moreover, conventional regenerative charging is limited, and it has not been possible to further increase the opportunities for regenerative charging and improve energy efficiency. Furthermore, no special consideration was given to the setting of the assist mode according to the degree of regeneration.

The present invention has been made in view of the above-mentioned prior art, and an object thereof is to provide a regenerative control device for a power-assisted bicycle capable of performing regenerative charging according to a user's intention and needs. It is in. Another object of the present invention is to provide a regenerative control device for an electrically assisted bicycle that sets an assist mode suitable for the degree of regenerative charging.

[0006]

In order to achieve the above-mentioned object, the present invention provides a regenerative control device for an electric assisted bicycle, which adds an assisting force to a human power drive system in accordance with a pedaling force applied to a pedal. The present invention is characterized in that it is provided with a mode switch capable of selecting the mode of addition of auxiliary power, stop of the addition, and regenerative charging of the battery, and the mode switch includes a mode for performing regenerative charging other than when the brake is operated. There is.

According to this feature, the regenerative charging can be performed by the user's selection of the mode switch, in other words, according to the user's intention and needs, other than when the brake is operated.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. FIG. 2 is a side view of the power assisted bicycle according to the embodiment of the present invention. The body frame 2 of the power-assisted bicycle has a head pipe 21 located in front of the body.
The down pipe 22 extends downward and rearward from the head pipe 21, and the seat post 23 rises upward from the vicinity of the end portion of the down pipe 22. A joint portion between the down pipe 22 and the seat post 23 and its peripheral portion are covered with a resin cover 33 which is vertically divided into two and is attached and detached. A handle post 2 is provided on the upper portion of the head pipe 21.
Steering handle 27 is rotatably inserted through 7A,
A front fork 26 connected to a handle post 27A is supported on the lower portion of the head pipe 21. A front wheel WF is rotatably supported on the lower end of the front fork 26.

An electric auxiliary unit 1 as a drive unit including an electric motor (not shown) for assisting pedaling is provided at a lower portion of the vehicle body frame 2 and a connecting portion 9 at a lower end of the down pipe 22.
2, a connecting portion 91 provided at the front portion of the battery bracket 49 welded to the seat post 23, and a connecting portion 90 at the rear portion of the bracket 49 are bolted and suspended at three locations. In the connecting portion 90, the chain stay 25 is fastened together with the electric auxiliary unit 1.

The power switch unit (or mode switch) 29 of the electric auxiliary unit 1 is provided on the down pipe 22 near the head pipe 21. From the power switch unit 29, it is possible to select an eco mode (details described later) that suppresses power consumption and a super eco mode (details described later) that suppresses power consumption and increases the frequency of regenerative charging. There is. The power switch unit 29 can be turned on by a key, but may be turned on by a remote control switch using an infrared signal, for example. In that case, the power switch unit 29 is provided with a receiver for receiving the infrared signal transmitted from the remote control switch.

The electric auxiliary unit 1 is provided with a drive sprocket 13, and the rotation of the crankshaft 101 is transmitted from the drive sprocket 13 to the rear sprocket 14 through the chain 6. The handle 27 is provided with a brake lever 27B.
Is operated to the brake device (not shown) of the rear wheel WR through the brake wire 39. Also,
A brake switch (not shown) that is turned on when the brake lever 27B is operated is provided, and the operation of the brake lever 27B is detected by the brake switch.

The electric auxiliary unit 1 includes a crankshaft 101.
Is rotatably supported, and pedals 12 are pivotally supported at both left and right ends of the crankshaft 101 via cranks 11.
A rear wheel WR as a driving wheel is pivotally supported between the ends of a pair of left and right chain stays 25 extending rearward from the electric auxiliary unit 1. A pair of left and right seat stays 24 are provided between the upper portion of the seat post 23 and the ends of both chain stays 25. In the seat post 23,
A seat pipe 31 having a seat 30 at its upper end is slidably mounted in the seat post 23 for adjusting the height of the seat 30.

A battery 4 is mounted below the seat 30 and behind the seat post 23. The battery 4 is housed in the housing case and attached to the battery bracket 49. The battery 4 includes a plurality of battery cells and is installed along the seat post 23 so that the longitudinal direction is substantially the vertical direction.

FIG. 3 is a sectional view of the electric auxiliary unit 1, FIG.
FIG. 4 is a view on arrow AA of FIG. 3. The case of the electric auxiliary unit 1 includes a main body 70, and a left cover 70L and a right cover 70R attached to both side surfaces thereof.
Case 70 and left cover 70L and right cover 70
The R is made of a resin molded product for weight reduction. Around the case body 70, hangers 90a, 91a, 92a are formed which are fitted to the connecting portions 90, 91, 92 of the down pipe 22 and the battery bracket 49, respectively. The main body 70 is provided with a bearing 71, and the right cover 70R
A bearing 72 is provided in the. A crankshaft 101 is inscribed in the inner ring of the bearing 71, and a sleeve 73 coaxial with the crankshaft 101 and slidable in the outer peripheral direction of the crankshaft 101 is inscribed in the inner ring of the bearing 72. That is, the crankshaft 101 includes the bearing 71 and the bearing 72.
Supported by.

A boss 74 is fixed to the sleeve 73, and the assist gear 7 is provided on the outer periphery of the boss 74 via a one-way clutch 75 composed of, for example, a ratchet mechanism.
6 is provided. The assist gear 76 is preferably made of resin from the viewpoint of weight reduction, and is preferably a helical gear from the viewpoint of quietness and the like.

A gear 73a is formed at the end of the sleeve 73, and three planet gears 77 are arranged on the outer circumference of the gear 73a as a sun gear. Planetary gear 77
Are supported by a shaft 77 a provided upright on the support plate 102, and the support plate 102 is further supported by the crank shaft 101 via a one-way clutch 78. The planetary gear 77 meshes with the inner force formed on the inner circumference of the pedal effort detection ring 79. Sleeve 73
A drive sprocket 13 connected to the rear sprocket 14 by a chain 6 is fixed to the end portion (the side where the gear is not formed) of the.

The treading force detection ring 79 has arms 79a and 79b which extend over the outer circumference of the ring 79a.
79b includes a tension spring 80 provided between the arm 79a and the main body 70, and a compression spring 81 provided between the arm 79b and the main body 70.
Is urged in a direction (clockwise in the figure) opposite to the rotation direction during traveling. The compression spring 81 is provided to prevent the ring 79 from rattling. The arm 79b has a potentiometer 82 for detecting the displacement of the ring 79 in the rotation direction.
Is provided.

A clutch plate 86 for regenerative power generation is arranged adjacent to the assist gear 76 via a spring washer 85. Further, the clutch plate 86 presses the plate 86 against the spring washer against the assist gear 76 side. A pressure plate 87 for performing the operation is adjacently arranged. Both the clutch plate 86 and the pressure plate 87 are provided slidably in the axial direction with respect to the sleeve 73.

The pressure plate 87 is biased toward the clutch plate 86 by a cam 88 that is brought into contact with an inclined surface formed on the hub portion of the pressure plate 87. The cam 88 is rotatably supported by the right cover 70R by a shaft 89, and the actuator 7 is fixed to an end portion of the shaft 89, that is, a portion protruding from the right cover 70R to the outside. The actuator 7 is controlled by a regenerative control signal supplied from the controller 100, as will be apparent from the description below. When the actuator 7 rotates by the control amount, the cam 88 correspondingly moves the shaft 89.
Rotate around. A solenoid may be used instead of the actuator 7.

A pinion 83 fixed to the shaft of the motor M meshes with the assist gear 76. The motor M is a three-phase brushless motor, and is a neodymium (Nd-F
(e-B system) a rotor 111 having a magnetic pole 110 of a magnet,
A stator coil 112 provided on the outer circumference thereof, a rubber magnet ring for magnetic pole sensors provided on the side surface of the rotor 111 (a ring in which N poles and S poles are alternately arranged to form a ring) 113, and a rubber magnet A Hall IC 115 arranged to face the ring 113 and attached to the substrate 114;
It is composed of the shaft 116 of the rotor 111. The shaft 116 is supported by a bearing 98 provided on the left cover 70L and a bearing 99 provided on the case body 70.

A controller 100 including a driver FET and a capacitor for controlling the motor M and the actuator 7 is provided near the front of the vehicle body of the case body 70, and the stator coil 11 is provided through this FET.
2 or the actuator 7 is powered. The controller 100 operates the motor M and the actuator 7 in accordance with the pedal effort detected by the potentiometer 82 as the pedal effort detector to generate an assist force and regeneration.

The case main body 70 and the covers 70L and 70R are preferably made of resin molded products from the viewpoint of weight reduction, but on the other hand, it is necessary to increase the strength around the bearing and the like. In the electric auxiliary unit 1 of the present embodiment, metal reinforcing members 105, 106, 107 such as iron, aluminum, aluminum alloy, and copper alloy are arranged around the bearing. Particularly, the reinforcing member arranged in the case body 70 includes the bearing 71 of the crankshaft 101 and the bearing 99 of the motor shaft 116.
And hangers 90a, 91 that serve as attachment members to the vehicle body
Since it is intended to reinforce parts such as a and 92a where a large load is expected, the reinforcing members of the respective parts are connected to each other to form the integral reinforcing plate 105. According to the reinforcing plate 105, the reinforcing members arranged around the bearings and hangers communicate with each other to further enhance the reinforcing effect.

The reinforcing plate 105 is not limited to one that connects all of the bearings 71 and 99 and the reinforcing members around the hangers 90a, 91a, 92a, but these reinforcing members that are close to each other, for example, the hanger 90a. For connecting the reinforcing member around the bearing and the reinforcing member around the bearing 99, or connecting the reinforcing member around the bearing 71 and the reinforcing member around the bearing 99 or one of the hangers 90a, 91a, 92a. But it's okay. The reinforcing members 105, 106, 107 are used for the case 7 during resin molding.
0 and the covers 70L and 70R are preferably formed integrally.

In the electric auxiliary unit 1 having the above structure, when a pedaling force is applied to the crankshaft 101 via the crank 11,
The crankshaft 101 rotates. The rotation of the crankshaft 101 is transmitted through the one-way clutch 78 to the support plate 102.
Is transmitted to the sun gear 73a.
The sun gear 73 through the planetary gear 77.
a is rotated. When the sun gear 73a rotates, the drive sprocket 13 fixed to the sleeve 73 rotates.

When a load is applied to the rear wheel WR, the pedal effort detection ring 79 rotates in accordance with the load, and the amount of rotation is detected by the potentiometer 82. When the output of the potentiometer 82, that is, the output corresponding to the load is larger than the predetermined value, the motor M is energized according to the magnitude of the load to generate the assisting force. The assisting force is combined with the driving torque generated by the manpower generated by the crankshaft 101 and transmitted to the driving sprocket 13.

When a brake is applied to decelerate the vehicle during traveling, the brake switch is turned on and the actuator 7 is driven to rotate a predetermined amount. Then, the cam 88 rotates around the shaft 89, and the pressure plate 87 presses the clutch plate 86. Then, the clutch plate 86 is biased to the assist gear 76 side, the boss 74 and the assist gear 76 are coupled, and the rotation of the boss 74 is transmitted to the assist gear 76. Therefore, the rotation of the drive sprocket 13 during braking is prevented by the sleeve 73 and the boss 7.
4 and the assist gear 76 are transmitted to the pinion 83. When the pinion 83 rotates, an electromotive force is generated in the stator coil 112, and regenerative power generation is performed. The current generated by the power generation is supplied to the battery 4 through the controller 100, and the battery 4 is charged.

In this embodiment, the assist cut is performed when a predetermined control standard is satisfied, such as when traveling on a flat road, and the assist is resumed when another predetermined control standard is satisfied, and the brake switch is used. A mode for regenerative charging when turned on (hereinafter referred to as "eco mode") and regenerative charging when traveling on a flat road or traveling downhill when the planned control criteria are satisfied, and other scheduled control criteria A mode can be selected by the driver's operation to restart the assist when the above is satisfied (hereinafter referred to as "super eco mode"). FIG. 5 is a plan view showing an example of the power switch unit 29.

In the figure, a mode can be selected by inserting a key (not shown) into the key hole 32 and rotating this key. When the key is in the “OFF” position, the power of the electric auxiliary unit 1 is off, and the electric power is not supplied from the battery 4 to the electric auxiliary unit 1. Turn the key to
If it is adjusted to the position of “N”, electric power can be supplied to the electric auxiliary unit 1, and when the pedaling force exceeds the planned value,
The motor M is controlled so that the assisting force is given according to the ratio (assist ratio) of the assisting force and the pedaling force read from a preset map. Further, when the key is set to the position of "ECO", "Eco mode" is selected, and as will be described in detail later, it is possible to perform control such that assist is started or assist cut is performed according to a predetermined control standard. Also, if you move the key to the "S-ECO" position, the "Super Eco Mode" will be selected, and as will be described in detail later, it is possible to perform control such as starting assistance or regenerative charging according to a scheduled control standard. become. The power switch unit 2
9 is preferably attached to the vehicle body so that the “ON” position is oriented in the traveling direction of the vehicle body.

Next, control of assist, assist cut and regenerative charge in the eco mode, and control of assist and regenerative charge in the super eco mode will be described.

In the eco mode, the assist cut is detected when the pedal effort history is detected and it is determined that the pedal effort is changing at an assist unnecessary level (hereinafter referred to as "assist cut level") lower than the planned value. Be implemented.
FIG. 6 is a diagram showing a pedaling force history for explaining the conditions of the assist cut, and also shows the counter value CNTBT of the counter updated according to the magnitude of the pedaling force. The pedaling force periodically fluctuates corresponding to the rotation cycle of the crank. In the figure, a pedaling force upper limit value TRQUP and a pedaling force lower limit value TRQBT are set. The pedal effort upper limit value TRQUP is set in the range of 15 to 20 kgf, and the pedal effort lower limit value TRQBT is, for example, 13 to 15k.
It is set within the range of gf. The pedaling force is detected by, for example, interrupt processing every 10 milliseconds.

When the pedal effort TRQA is equal to or lower than the pedal effort lower limit value TRQBT, the counter value CNTBT of the low level counter is incremented (+1), and when the pedal effort TRQA is equal to or higher than the pedal effort upper limit value TRQUP, the counter value CNTBT is decremented (-1). Pedaling power TR
When QA is equal to or more than the lower limit TRQBT and less than the upper limit TRQUP, the counter value CNTBT is not changed. Then, when the counter value CNTBT exceeds the reference value (counter reference value) TTED, the assist cut is performed assuming that the pedaling force TRQA is changing at the assist cut level.

The counter value CNTBT is the pedaling force TRQA,
Reset level set above the upper limit of pedaling force TRQUP
It can be reset when it exceeds RESET or when the assist start condition described below is met. Further, even when the brake switch is turned on, regenerative charging is performed based on a preset condition.

Next, the regenerative charging in the super eco mode is performed under the same conditions as the assist cut in the eco mode. That is, the counter value CNTB
When T exceeds the reference value (counter reference value) TTED, regenerative charging is performed assuming that the pedaling force TRQA is changing at the regenerative charging level. In the following description, in order to make the description easier to understand, the regenerative charging start condition counter value KSR is defined, but the counter value KSR and the counter value CNTBT are
Can be considered the same value.

Next, the control for starting the assist in the eco mode and the super eco mode will be described. Assist is a level at which the pedal effort level requires auxiliary force by detecting the pedal effort history (hereinafter referred to as "assist level").
When it is determined that, the assist based on the assist ratio according to the planned level is performed. FIG. 7 is a diagram showing a pedaling force history for explaining the conditions for starting assist, and also shows a counter value CNTASL that is updated each time the pedaling force exceeds a reference value. In the same figure, the reference value TRQASL of the pedal effort level, which is the determining factor for the start of assist, is set, and the number of times the peak value of the fluctuating pedal effort TRQA exceeds this reference value TRQASL,
Set as the counter value CNTASL of the assist start counter. Here, the counter value CNTASL is decremented (-) every time the peak value of the pedaling force TRQA exceeds the reference value TRQASL.
When the counter value CNTASL becomes "0" and the pedal effort TRQA exceeds the reference value TRQASL, it is determined that the pedal effort is at the assist request level, and the assist start condition is satisfied.

Specifically, in FIG. 7, the counter value CN
An example in which the initial value of TASL is "3" is shown. In the figure, at the timings t1 and t2, the peak value of the pedal effort TRQA is the reference value TRQASL.
The counter value CNTASL is decremented twice over the time period, but the peak value in the next fluctuation period does not exceed the reference value TRQASL. Therefore, the counter value CNTASL is reset to the initial value at the timing t3. After that, the counter value CNTASL is decremented to “0” at timings t4, t5, and t6, and when the pedaling force TRQA exceeds the reference value TRQASL at timing t7, the assist start condition is satisfied and the assist is started. .

The reference value TRQASL can be set in a plurality of levels, and a counter value CNTASL different from other levels can be set corresponding to each level. FIG. 8 is a diagram showing a pedaling force history for explaining an assist start satisfaction condition at each reference value when a plurality of reference values TRQASL are set. In the figure, the reference value TRQASL1 corresponds to the pedaling force when gradually accelerating while cruising on a flat road, and is set to, for example, 20 kgf, and the reference value TRQASL2 corresponds to the pedaling force when approaching a gentle slope, for example, 30 kgf. Is set.
Further, the reference value TRQASL3 corresponds to the pedaling force at the time of starting, when steeply climbing, or when suddenly accelerating during cruising, and is set to 35 kgf, for example. Also, the counter value CN corresponding to the reference value TRQASL1
TASL1 is set to "5", the counter value CNTASL2 corresponding to the reference value TRQASL2 is set to "3", and the counter value CNTASL3 corresponding to the reference value TRQASL3 is set to "2". It goes without saying that these settings may be arbitrarily set according to the character of the vehicle and the user.

In such a setting, referring to FIG. 8, when accelerating gradually during cruising on a flat road, timing t1
At 0, the counter value CNTASL1 is “0”, and the pedaling force TRQA exceeds the reference value TRQASL1, so the reference value TRQASL1
Assist is started at a pedaling force ratio (assist ratio) corresponding to. Further, when approaching the ascending slope, the counter value CNTASL2 becomes "0" at the timing t11 and the pedaling force TRQA exceeds the reference value TRQASL2. Therefore, the assist ratio corresponding to the reference value TRQASL2 is switched to assist. . Further, at the time of starting, the counter value CNTASL3 is "0" at a timing t13, which is a short time after the starting time t12.
Since the pedaling force TRQA exceeds the reference value TRQASL3, the assist is started with an assist ratio corresponding to the reference value TRQASL3.

The counter values CNTASL1 to CNTASL3 are
It is initialized when the assist is stopped and when the CPU is reset.

FIG. 9 is a flow chart showing the main part of the processing of the eco mode including the assist and the assist cut described in FIGS. 6 and 7. First, in step S12, it is determined whether or not the brake switch is turned on. If the determination is negative, the process proceeds to step S1, and if the determination is positive, the process proceeds to step S13. In step S13, regenerative braking is continued while the brake switch is on (Yes in step S14), and when the brake switch is off, the process proceeds to step S15 to stop the regenerative braking.

Next, in step S1, the pedal effort TRQA is detected. In step S2, the peak value of the pedal effort TRQA is detected, and when the peak value exceeds the reference value TRQASL, the counter value CN
Decrement TASL, and reset the counter value CNTASL when the peak value does not exceed the reference value TRQASL. In step S3, it is determined whether or not the pedal effort level is the assist level corresponding to the reference value TRQASL depending on whether or not the counter value CNTASL is "0". In step S4, the pedal effort TRQA
Judge whether (current value) exceeds the reference value TRQASL.

If step S4 is affirmative, that is, the pedal effort is at the planned level, and the current pedal effort TRQA is the reference value TRQA.
If it exceeds SL, the process proceeds to step S5 to allow the assist. In this assist, the reference value of the pedal effort TRQASL
The assisting force is calculated on the basis of the assisting ratio obtained from the vehicle speed, and the output of the motor M is controlled so as to obtain this assisting force.

In step S6, it is determined whether or not the pedal effort level is the assist cut level based on the magnitude relationship between the pedal effort upper limit value TRQUP and the pedal effort lower limit value TRQBT and the pedal effort TRQA. In step S7, according to the determination result of step S6, the counter value CNTBT is incremented when the assist cut level is +1 (step S7), and the counter value CNTBT is decremented when the assist cut level is -1 (step S8). When the assist cut level is "0",
The process directly proceeds to step S9. On the contrary, the counter value CNTBT may be decremented when the assist cut level is set, and the counter value CNTBT may be incremented when the assist cut level is not set.

In step S9, it is determined whether or not the pedaling force TRQA is changing at a predetermined low level, that is, the assist cut level, depending on whether or not the counter value CNTBT has reached the reference value TTED. In the configuration in which the counter value CNTBT is decremented at the assist cut level, the initial value is the reference value.
It is determined as TTED, and it is determined whether the transition is at the assist cut level or not depending on whether the counter value CNTBT has become “0”. If it is determined that the pedaling force is changing at the assist cut level, the process proceeds to step S10 and the assist cut is performed.

FIG. 10 is a flow chart showing the main part of the processing in the super eco mode including the assist and regenerative charging described in FIGS. 6 and 7. The assist permission control is the same as in the case of the eco mode (FIG. 9), and therefore, the same reference numerals, that is, steps S1 to S5, are attached and the description thereof is omitted.

In step S11, regenerative charging is first performed,
In step S12, it is determined whether or not the brake switch has been turned on. This brake switch is turned on when the brake lever 27B is operated. A brake amount detecting potentiometer may be provided instead of the brake switch and the voltage value thereof may be used. Step S1
If the determination in 2 is affirmative, the process proceeds to step S13, and if the determination is negative, the process proceeds to step S1. In step S13, regenerative braking is performed, and in step S14, it is determined whether or not the brake switch is released. If not released, the regenerative braking is continued, while if released, the process proceeds to step S15 to stop the regenerative braking. When the regenerative braking is stopped, the process returns to step S11. The steps S12 to S15 are regenerative braking that has been conventionally performed.

Next, if the determination in step S12 is negative, the assist permission processing in steps S1 to S5 is performed.

Subsequent to the assist permission process, a regenerative charge start level process of step S21 is performed. That is, as shown in FIG. 6, it is determined whether or not the pedal effort level is the regenerative charging start level based on the magnitude relationship between the pedal effort upper limit value TRQUP and the pedal effort lower limit value TRQBT and the pedal effort TRQA.
In step S22, according to the determination result of step S21, the counter value KSR is incremented when the regenerative charging start level is +1 (step S22), and the counter value KSR is decremented when the regenerative charging start level is -1 (step S23). When the regenerative charging start level is "0", the process directly proceeds to step S24. Conversely, the counter value KSR may be decremented when the regenerative charging start level is reached, and the counter value KSR may be incremented otherwise.

In step S24, the pedal effort TRQ is determined depending on whether the counter value KSR has reached the reference value KSRCH (= TTED).
It is determined whether A is changing to the planned low level, that is, the regenerative charging start level. In the configuration in which the counter value KSR is decremented at the regenerative charge start level, the initial value is used as the reference value KSRCH, and it is determined whether or not the regenerative charge start level is changing depending on whether or not the counter value KSR becomes "0". If it is determined that the pedaling force is changing at the regenerative charging start level (the determination in step S24 is affirmative),
After the assist cut is performed in step S25, the process returns to step S11, and regenerative charging is performed. Also,
If the determination in step S24 is negative, the regenerative charging start level is not reached, so the process returns to step S12 and the above-described processing is repeated. If the pedal effort lower limit value TRQBT in FIG. 6 is set low, for example, if it is set lower than the range of 13 to 15 kgf, regenerative charging can be performed only when descending a slope. That is, the frequency of regenerative charging can be made variable.

FIG. 1 is a block diagram showing the main functions of the controller 100 relating to the processing in the super eco mode. Note that this function can be realized by a microcomputer including a CPU. In the figure, a vehicle speed sensor 40
Output data (vehicle speed V) is captured in the assist force map 41 and the regenerative charge map 52 at a predetermined interrupt timing,
The output data (pedal force TRQA) of the potentiometer 82 as a pedal force sensor is taken in the auxiliary force map 41, and the on / off outputs of the brake switch are taken in the regenerative charge map 52. In the assisting force map 41, assisting force data is set so as to obtain a planned assist ratio based on the vehicle speed V and the pedal effort TRQA. Further, in the regenerative charging map 52, regenerative data is set so that the scheduled regenerative charging can be obtained based on the vehicle speed when the brake switch is turned on. When the vehicle speed V and the pedaling force TRQA are input, the assisting force data is output in response thereto. For example, even if the pedaling force TRQA is the same, the assisting force map is set such that the assisting force decreases as the vehicle speed V increases, that is, the assist ratio decreases. Further, the regenerative charging map 52 outputs regenerative data (regenerative control signal) according to the vehicle speed when the brake switch 51 is turned on. For example, the regenerative charge map is set such that the regenerative charge increases as the vehicle speed increases.

The assisting force data and the regenerative data are input to the drive / regenerative driver 42, and the drive / regenerative driver 42 follows the assisting force data or the regenerative data to drive the motor M.
And controlling the output of the actuator 7. As the vehicle speed sensor 40, for example, a means for magnetically detecting regular irregularities provided on the outer periphery of the support plate 102 in the electric auxiliary unit 1 and outputting the vehicle speed V based on the number of detections or the detection interval. Can be configured by.

The treading force judgment unit 43 judges the magnitude of the current treading force TRQA with respect to the treading force reference value (for example, the treading force upper limit value TRQUP and the treading force lower limit value TRQBT), and increases or decreases the counter value KSR of the low level counter 44 according to the judgment result. To do. The comparison unit 45 compares the counter value KSR of the low level counter 44 with the reference value KSRCH, and outputs the regeneration instruction KCI to the drive / regeneration driver 42 when the counter value KSR reaches the reference value KSRCH. Here, the pedal effort determination unit 43 and the low level counter 4
4, and the comparison part 45 comprise a regeneration level detection means.

The peak value detector 46 is supplied with the pedal effort TRQA from the pedal effort sensor 82, and detects the peak value of the pedal effort TRQA which fluctuates periodically. The peak value is input to the pedal effort level determination unit 47, and when the pedal effort level determination unit 47 determines that the peak value exceeds the planned pedal effort level TRQASL, it updates the counter value CNTASL of the assist counter 48. The assist counter 48 outputs an assist permission instruction AI when the counter value CNTASL reaches a predetermined value. The assist permission instruction is input to the drive / regeneration driver 42 through the gate G. In the second pedaling force determination unit 50, the current pedaling force TRQA is the pedaling level.
Outputs a detection signal when TRQASL is exceeded. The gate G is opened when the detection signal of the second pedal effort determination unit 50 is supplied, and the assist permission instruction is input to the drive / regeneration driver 42. Here, the peak value detection unit 46, the pedal effort level determination unit 47, and the assist counter 48 constitute a pedal effort variation level detection unit.

The drive / regeneration driver 42 energizes the motor M for assisting or the actuator 7 for regenerative charging according to the assist permission instruction AI or the regeneration instruction KCI. That is, the conduction angles of the FETs forming the driver circuit of the motor M and the actuator 7 are determined according to the assisting force data or the regenerating data, and the magnitude of the assisting force or the regenerating is controlled. When the peak value does not exceed the pedal effort level TRQASL, the pedal effort level determination unit 47 outputs a reset signal to output the assist counter 4
The counter value of 8 is reset to the initial value.

FIG. 11 shows STD, ECO, and S-E.
It is the figure which roughly summarized the auxiliary motor control according to the traveling situation in each mode of CO. This figure is not an exact representation of the control of the auxiliary motor, but will be shown as it may help to understand the difference between STD, ECO, and S-ECO modes broadly. From the figure, S-
The ECO mode, compared to the STD and ECO modes,
It is clear that the frequency of regenerative charging can be increased.

[0055]

As is apparent from the above description, according to the inventions of claims 1 to 5, of course, when the brake is operated,
When the predetermined control condition is satisfied other than when the brake is operated, regenerative charging can be performed by the user's selection. For example, if the user desires regenerative charging when descending a slope or traveling on a flat road, this can be realized. Therefore, regenerative charging can be performed according to the user's intention and needs.

Further, according to the invention of claim 6, the frequency of generating the assist driving force is reduced at least when the vehicle is traveling on a flat road or when descending a slope. Therefore, the assist mode suitable for the degree of regenerative charging is set. It becomes possible to provide a regeneration control device for a power assisted bicycle.

[Brief description of drawings]

FIG. 1 is a block diagram showing a main function of a regeneration control device according to an embodiment of the present invention.

FIG. 2 is a side view of the power-assisted bicycle.

FIG. 3 is a cross-sectional view of a main part of an electric auxiliary unit.

4 is a sectional view taken along the line AA in FIG.

FIG. 5 is a plan view showing an example of a power switch unit.

FIG. 6 is a diagram showing a pedaling force history for explaining an assist cut condition.

FIG. 7 is a diagram showing a pedaling force history for explaining a condition for starting assist.

FIG. 8 is a diagram showing a pedaling force history for explaining conditions for establishing an assist start at a plurality of pedaling force levels.

FIG. 9 is a flowchart of a main part of processing in an eco mode including assist and assist cut.

FIG. 10 is a flowchart showing a main part of a process in a super eco mode including assist and regenerative charging.

FIG. 11 is an explanatory diagram that roughly summarizes the auxiliary motor control for each traveling situation in each of the STD, ECO, and S-ECO modes.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Electric auxiliary unit, 7 ... Motor, 29 ... Power switch part, 40 ... Vehicle speed sensor, 41 ... Assist force map, 42 ... Assist force output part, 43 ... Pedal force judging part, 4
4 ... Low level counter, 46 ... Peak value detection unit, 4
7 ... Pedaling force level judgment unit, 48 ... Assist counter,
50 ... 2nd pedaling force judgment part, 51 ... Brake switch,
52 ... Regenerative charging map, 100 ... Controller,
101 ... Pedal crank shaft, 116 ... Motor shaft.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Ryushi Akiba             1-4-1 Chuo 1-4-1 Wako City, Saitama Prefecture             Inside Honda Research Laboratory (72) Inventor ▲ Taka ▼ Michio Hashi             Gunma Prefecture Kiryu-shi Hirosawa-cho 1-26-181 Stock             Company Mitsuba F term (reference) 5H115 PA11 PG10 PI16 PO02 PU01                       QE06 QI04 QI12 QN02 QN03                       SE03 SE06 TO14 TR04 TR19

Claims (6)

[Claims] 1. A regeneration control device for a power-assisted bicycle that applies an assisting force to a human-powered drive system in accordance with a pedaling force applied to a pedal, in which the assisting force is added, the addition is stopped, and the battery is regeneratively charged. A regenerative control device for a power-assisted bicycle, comprising: a mode switch capable of selecting, and the mode switch includes a mode for performing regenerative charging other than when a brake is operated. 2. The regeneration control device for the power-assisted bicycle according to claim 1, wherein the mode is variable in the frequency of regenerative charging. 3. The regeneration control device for an electrically assisted bicycle according to claim 1, wherein in the mode, regenerative charging is performed during a brake operation and a downhill. 4. The regeneration control device for a power-assisted bicycle according to claim 1, wherein in the mode, regenerative charging is performed during braking operation, downhill traveling, and flat road traveling. 5. The regeneration control device for a power-assisted bicycle according to claim 1, wherein in the mode, the regeneration control is performed in a state where the pedaling force is below a predetermined level. 6. The mode according to claim 1, wherein regenerative charging is performed when a brake is operated, and the frequency of generating the assist driving force is reduced at least when traveling on a flat road or traveling down a slope. Regenerative control device for electric assisted bicycle.