DE10243751B4 - Motor-assisted bicycle - Google Patents

Motor-assisted bicycle

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Publication number
DE10243751B4
DE10243751B4 DE2002143751 DE10243751A DE10243751B4 DE 10243751 B4 DE10243751 B4 DE 10243751B4 DE 2002143751 DE2002143751 DE 2002143751 DE 10243751 A DE10243751 A DE 10243751A DE 10243751 B4 DE10243751 B4 DE 10243751B4
Authority
DE
Germany
Prior art keywords
force
value
pedaling
crank angle
crankshaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
DE2002143751
Other languages
German (de)
Other versions
DE10243751A1 (en
Inventor
Satoshi Wako Honda
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to JP01/297609 priority Critical
Priority to JP2001297609A priority patent/JP2003104274A/en
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of DE10243751A1 publication Critical patent/DE10243751A1/en
Application granted granted Critical
Publication of DE10243751B4 publication Critical patent/DE10243751B4/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62MRIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40Rider propelled cycles with auxiliary electric motor
    • B62M6/45Control or actuating devices therefor
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62MRIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40Rider propelled cycles with auxiliary electric motor
    • B62M6/60Rider propelled cycles with auxiliary electric motor power-driven at axle parts
    • B62M6/65Rider propelled cycles with auxiliary electric motor power-driven at axle parts with axle and driving shaft arranged coaxially
    • Y02T10/7258

Abstract

An engine-assisted bicycle having a crankshaft (22) on which both a pedaling force of a driver and an assisting force of an engine (14) is exercisable, the motor-assisted bicycle comprising:
a pedaling force detecting means (47) adapted to detect the treading force (Tq) exerted on the crankshaft (22),
a crank angle detecting means configured to detect a crank angle of the crankshaft (22),
a processing means, which is designed to process detected pedaling forces and, depending on the processing result, to output a basic variable for determining an assisting force to be exerted on the crankshaft (22) by the engine (14), and
a control means (50, 51, 52, 53, 54) adapted to determine the assisting force of the engine in a subsequent period of time on the basis of the basic quantity output by the processing means,
characterized in that the bicycle further comprises treadmill reference value holding means which includes treading force reference values associated with crank angles, and further wherein the processing means is an estimating means configured to detect one at a detection crank angle.

Description

  • The The present invention relates to a motor-assisted bicycle according to the generic term of claim 1, and more particularly to a motor-assisted bicycle, this is a suitable engine assist force (Assist force) considering a treading force that periodically according to the angle of rotation of a Crankshaft fluctuates, available can make. Furthermore, the present invention relates to a Procedure for determining an assisting force.
  • A motor-assisted bicycle includes a human power drive system for transmitting a driver's applied force, namely, treading force, to a rear wheel, and a motor drive system that can supplement the human power drive system with an assisting force in accordance with the treading force. When the pedaling force is generated by using crank pedals in the motor-assisted bicycle, the pedaling force periodically fluctuates according to the rotational angle of a crankshaft, that is, according to the crank angle. Therefore, an electric current supplied to the motor for obtaining the assisting force is also changed in accordance with the change of the treading force. When the current is changed periodically, the assisting force is also periodically changed, assuming that thus the exhaustion of a battery is accelerated. To remedy this problem, a generic motor-assisted bicycle is proposed (Publication of Japanese Patent No. JP 3105570 B ), in which the crank angle is detected and the engine assist force corresponding to the treading force is determined as an average of a scheduled crank angle.
  • At the mentioned above motor assisted bicycle the mean value of the pedaling force is used so that the change the needed Support size small is, the change being of the motor supplied Electricity is also small. The mean of the detected pedaling force is, however, an average of the past pedaling power, based on a scheduled crank angle calculated from the current time. The current Time spent supporting force therefore corresponds to the past treading force, so that generates a control delay it becomes impossible is, a quick change to follow the pedaling force.
  • The JP 09-290795 A discloses a motor-assisted bicycle, in which the exercised by the driver Pedaling force in equidistant Rotation angles of a crankshaft is detected and by an estimation means between the detection points lying pedal forces are interpolated.
  • Regarding of the above mentioned It is an object of the present invention to provide a motor assisted bicycle to create that needed one assisting force can provide suitable without the frequent changes in pedaling power consequences.
  • Around to solve the above problem The present invention provides a motor-assisted bicycle according to claim 1 and a method for determining an assisting force according to claim 2 ready.
  • According to the first Characteristic feature is the relationship between the reference reaction force value and the current pedaling force detected by comparing the current detected Treading force and the current crank angle with the pedaling reference value, So that the Pedaling force for the respective crank angle can be estimated according to the ratio can. Subsequently becomes an assisting force determined on the basis of an estimate of the pedaling force in a scheduled period, e.g. in half a turn of the crankshaft.
  • It can furthermore be provided that the estimation means is constructed that it a pedal force peak in the subsequent scheduled period calculated on the basis of the detected treading force and the crank angle at the time of detecting the treading force, and an average the treading power in the scheduled period outputs based on the pedal force peak as the estimated treadmill value. According to this Feature is the treadmill average not based on the in the past Tretkraft but based on the estimated pedal force peak, where the support force is calculated on the basis of the pedaling force value.
  • alternative or additionally can be provided that a connected to a crankshaft drive sprocket an elliptical Form and the crank angle detecting means is provided with a gear ratio detecting means for detecting a gear ratio based on the speed of the drive sprocket and the speed a rear wheel, a reference gear ratio holding means, in which a reference gear ratio corresponding to Crank angle is set, a crank angle detection means for Detecting a crank angle candidate by comparison between the detected transmission ratio and the reference translation ratio, and a crank angle detecting means for detecting the crank angle according to the direction of change the translation ratio.
  • According to this feature, the changes Radius of the elliptical sprocket along the circumferential direction, so that the gear ratio changes with the crank angle. The current crank angle can therefore be detected by comparison between the provisionally set reference gear ratio and the detected gear ratio.
  • Further may alternatively or additionally be provided that a Stationärtretkraft reference value holding means is provided, in which a stationary contact force reference value proportional to a driving resistance of a light bike on a flat surface is set according to the vehicle speed, the Control / regulating means is constructed so that there is a stationary support force means PID control calculated based on the estimated treadmill value and the stationary contact force reference value, So that the Stationary support force rises when the estimated Tretkraftwert increases, and the stationary support force decreases, if the Stationärtretkraft reference value rises, and the steady support force Spends independently from the periodic change the treading power.
  • According to this Feature becomes a delay The scheme prevents the use of the estimated average Tretkraftwertes. There as well the steady-state reference force is proportional to driving resistance on flat ground, which is appropriate the vehicle speed changes, becomes the stationary support force not greatly increased, even if the average treadmill value z. B. in the case of Increased driving on a slope is, with the vehicle speed is not increased so much, even when pedaling power increases. As a result, therefore, the inpatient support force increases and the support force is increasing.
  • in the Following, the invention will be described in more detail with reference to drawings. Show it:
  • 1 a block diagram showing the structure of a control device in a motor-assisted bicycle according to an embodiment of the present invention;
  • 2 a side view of the motor-assisted bicycle of the present invention;
  • 3 a side view of a main part of a human power drive section containing a pedaling force detector;
  • 4 a view along the arrow AA of 3 ;
  • 5 an enlarged sectional view of a main part of 3 ;
  • 6 a sectional view of an engine used in the motor-assisted bicycle according to the present invention;
  • 7 a diagram showing the relationship between the crank angle and the pedaling force;
  • 8th a graph showing the value of the ratio (factor f1) of a peak of a strong pedaling force to a pedaling angle corresponding to the crank angle;
  • 9 a diagram showing a gear ratio corresponding to the crank angle;
  • 10 a diagram showing the stationary treadmill reference value corresponding to the vehicle speed; and
  • 11 Timing diagrams of the operation during stationary driving on flat ground, during the acceleration drive on flat ground, and during the transition from the flat ground to a slope.
  • An embodiment of the present invention will be described below with reference to the drawings. 2 FIG. 10 is a side view of a motor-assisted bicycle incorporating a control apparatus according to an embodiment of the present invention. FIG. A vehicle body frame 1 of the motor-assisted bicycle contains a head pipe 2 Located at the front of a vehicle body, a downpipe 3 that is from the head pipe 2 extends down the rear, a rear fork 4 that with the downpipe 3 connected and extends to the rear, and a seat post 5 from the bottom of the downpipe 3 sticks up.
  • A front fork 6 is through the head pipe 2 rotatably supported. A front wheel 7 is at the bottom of the front fork 6 stored, with a handlebar 8th at the top of the front fork 6 is scheduled. The handlebar 8th is with a brake lever 9 provided with a cable 10 that is from the brake lever 9 led out, with a front brake 11 connected to the front fork 6 is attached. Similarly, the handlebar is 8th further provided with a brake lever for a rear brake, but this is omitted in the figure. The brake lever 9 is provided with a (not shown) brake sensor to detect that the brake lever 9 is pressed.
  • A pair of left and right struts 12 with the upper end of the seatpost 5 connected are, extend rearward down and are near their lower ends with a rear fork 4 connected. A rear wheel 13 is supported on an item that the rear fork 4 and the interconnected struts 12 forms, being an engine 14 as an assist power source from the element coaxial with a hub of the rear wheel 13 is supported. As a rotor 14 Preferably, a brushless three-phase motor with high torque and low friction is used. The exact structure and control of the engine 14 will be described later.
  • A support wave 16 with a seat 15 At its upper end is attached to the seat post 5 set so that the height of the saddle 15 can be adjusted. A battery 17 for supplying electric power to the engine 14 is under the saddle 15 and between the seat post 5 and the rear wheel 13 intended. The battery 17 is by parentheses 18 held on the seat post 15 are attached. A power supply section 19 is at the brackets 18 provided, wherein the power supply section 19 with the engine 14 connected via wires not shown and to the electrodes of the battery 17 connected is. An upper section of the battery 17 is on the seatpost 5 supported by a fastener that has a strap 20 and a metal buckle 21 includes.
  • A crankshaft 22 that extends in the left-right direction of the vehicle body is at an intersection of the drop tube 3 and the seat post 5 supports, with pedals 24 with the crankshaft 22 about cranks 23 are connected. A drive sprocket 25 is with the crankshaft 22 connected via a pedaling force sensor, not shown, with the pedals 24 applied pedaling forces on the pedal force sensor on the drive sprocket 25 be transmitted. The drive sprocket 25 has an elliptical outer circumference.
  • A chain 27 is between the drive sprocket 25 and a driven sprocket 26 inserted at the hub of the rear wheel 13 is provided. The train side of the chain 27 and the drive sprocket 25 are with a chain cover 28 covered. The crankshaft 22 is with a (not shown) rotation sensor for the crankshaft 22 Mistake. As a rotation sensor, a known sensor can be used as it z. B. is used for detecting the rotation of a crankshaft in an automotive engine.
  • The following is an on the crankshaft 22 scheduled treadle force detector described. 3 is a sectional view of the surroundings of the crankshaft 22 , while 4 a view along the line AA the 3 is. Between the lids 101L . 101R on both ends of a support tube 100 are screwed, the downpipe 3 is attached, and in the crankshaft 22 trained steps are ball bearings 102L . 102R used, reducing the crankshaft 22 is rotatably supported.
  • The cranks 23 are each at the left and right ends of the crankshaft 22 by nuts 103c attached to the bolts 103B (only the right side is shown) fit. An inner ring 105 an overrunning clutch 104 is between the crank 23 and the support tube 100 attached. The drive sprocket 25 is on the outer circumference of the inner ring 105 via a socket 105a rotatably supported. The position of the drive sprocket 25 in thrust direction is through a nut 106A and a plate 106B limited.
  • The drive sprocket 25 is in unit with a cover 107 provided with a transfer plate 108 is arranged in the space of the drive sprocket 25 and the cover 107 is surrounded. The transfer plate 108 is coaxial with the drive sprocket 25 arranged and supported so that an expected degree of mutual entanglement between them in the rotational direction about the axis of the crankshaft 22 is allowed.
  • Several (here six) windows 109 are provided in areas that the drive sprocket 25 and the transmission chain 108 cover, using compression coil springs 110 each inside the window 109 are arranged. When a mutual entanglement in the direction of rotation between the drive sprocket 25 and the transfer plate 28 is generated, serve the compression coil springs 110 to create resistance to the entanglement.
  • ratchet teeth 111 as outer ring of the overrunning clutch 104 are on the inner circumference of a hub of the transfer plate 108 provided, with the ratchet teeth 111 with ratchet claws 113 engaged by the above-mentioned inner ring 105 be supported and by springs 112 are loaded in the radial direction. The overrunning clutch 104 is with a cover 114 provided to make them dustproof.
  • The transfer plate 108 is with locking holes 116 provided with those protruding sections 115 for transmitting the treading force, which is at the pedaling transmission ring 124 are mounted, are engaged. The drive sprocket 25 is with windows 117 provided to engage the protruding sections 115 with the locking holes 116 allow, with the preceding sections 115 through the windows 117 in the locking holes 116 be used.
  • Several (here three) small windows leading from the window 109 are provided in areas that the drive sprocket 25 and the transfer plate 108 cover, using compression coil springs 118 each are arranged inside the small windows. The compression coil springs 118 are arranged so that they are the transfer plate 108 to the side of the direction of rotation 119 strain. That is, the compression coil springs 118 act in the direction of absorbing the rattle of a connecting portion between the drive sprocket 25 and the transfer plate 108 , and work so that the displacement of the transfer plate 108 with good response to the drive sprocket 25 is transmitted.
  • A sensor section (pedaling force sensor) 47 a pedaling force detector is on the vehicle body side of the drive sprocket 25 attached, namely at the downpipe 3 facing side. The pedaling force sensor 47 contains an outer ring 120 that on the drive sprocket 25 is fixed, and a sensor main body 121 for forming a magnetic circuit with respect to the outer ring 120 is rotatably arranged.
  • The outer ring 120 is made of an electrically insulating material and by means of a bolt, not shown, on the drive sprocket 25 attached. A cover 122 is at the drive sprocket 25 facing side of the outer ring 120 provided and on the outer ring 120 by means of an adjusting screw 123 attached.
  • 5 FIG. 10 is an enlarged sectional view of the sensor main body. FIG 121 , A coil 125 is concentric to the crankshaft 22 arranged, with a pair of cores 126A . 126B are provided, each on both sides in the axial direction of the coil 125 are arranged and in the direction of the outer circumference of the coil 125 protrude. An annular first induction body 127 and an annular second induction body 128 are between the nuclei 126A and 126B intended. The first induction body 127 and the second induction body 128 are mutually displaceable in the circumferential direction, corresponding to that of the pedaling force transmission ring 124 transmitted treading force, wherein the mutual overlap measure at the portion between the cores 126A and 126B is changed by the shift. When the coil 125 Electric current is supplied as a result of the magnetic flux of the magnetic circuit, which is the cores 126A . 126B , a core collar 129 , the first induction body 127 and the second induction body 128 includes, according to the pedaling changed. The treading force can then be detected by detecting the change in the inductance of the coil 125 which is a function of the magnetic flux. In 5 denote the reference numerals 130 . 131 Support elements for the sensor main body 121 while the reference number 132 a bearing and the reference numeral 133 Conductor wires referred to from the coil 125 led out.
  • Of the Treading force sensor is in the description of an earlier application of the present Applicant (Japanese Patent Application No. Hei 11-251870 (reference no A99-1026)). The pedaling force sensor is not open those with the above mentioned Structure limited, where any known type may be used.
  • 6 is a sectional view of the engine 14 , A cylinder 30 that contains a transmission gear is about a shaft 31 on a plate 29 supported, extending from a connecting portion of the rear end of the rear fork 4 and the lower ends of the struts 12 extends to the rear. A wheel hub 32 is on the outer circumference of the cylinder 30 stated. The wheel hub 32 is an annular body comprising an inner tube and an outer tube, wherein the inner peripheral surface of the inner tube with the outer circumference of the cylinder 30 is in contact. A connection plate 33 that are different from the cylinder 30 extends, is on a side surface of the wheel hub 32 by means of a bolt 34 attached. Neodymium magnets 35 , which are the rotor-side poles of the motor 14 are at predetermined intervals on the inner circumference of the outer tube of the wheel hub 32 arranged. That is, the outer tube forms a rotor core, which is the magnet 35 holds.
  • A warehouse 36 is on the outer circumference of the inner tube of the wheel hub 32 attached, wherein a stator support plate 37 on the outer circumference of the bearing 36 is scheduled. A stator 38 is on the outer circumference of the stator support plate 37 arranged and by means of a bolt 40 stated. The stator 38 is arranged so that a predetermined thin gap between this and the rotor core, ie the outer tube of the wheel hub 32 , created using a three-phase coil 39 around the stator 38 is wound.
  • light sensors 41 are on a side surface of the stator support plate 37 intended. Each of the light sensors 41 is designed so that when the wheel hub 32 is rotated, an optical path is interrupted intermittently by a ring-shaped element 42 at the wheel hub 32 is provided, whereby a pulse wave signal is output. The ring-shaped element 42 has a regular rectangular tooth shape, so that it is the optical path of the respective light sensors 41 while intermittently interrupting the rotation. A position signal of the wheel hub 32 as a rotor is based on the Pulse wave signal detected. The light sensors 41 are provided at three positions that phase the engine 14 each with each other as a rotation sensor and pulse sensor for the motor 14 serves.
  • A control substrate 43 is as a side surface of the stator support plate 37 provided, wherein the passage of the electric current to the three-phase coil 39 according to the position signals from the light sensors 41 is controlled as Polsensoren. The control / regulating devices, such as. As a CPU and FETs are on the control substrate 43 appropriate. The control substrate 43 Can be assembled with suitable substrates for the light sensors 41 be formed.
  • The spokes 44 , which are connected to a rim of the rear wheel, not shown, are on the outer circumference of the wheel hub 32 appropriate. There is also a clip 46 by means of a bolt 45 on the side of the stator support plate 37 attached, which is opposite to the side to which the control substrate 43 and the like, wherein the clip 46 by means of a screw, not shown, with the plate 49 the vehicle body frame is connected.
  • The wheel hub 32 is provided with a window in which a transparent resin (clear lens) 32A is used, with a solid cover 37A attached to the stator support plate 37 is attached, also provided with a window, in which a clear lens 37B is used in a similar way. Through the clear lenses 32A and 37B can the interior of the engine 14 be viewed from the outside, so that a special aesthetic effect can be achieved. Besides, with the wheel hub 32 and the solid cover 37A , which are partially made of synthetic resin, a reduction in weight can be achieved.
  • Thus, the brushless three-phase motor 14 created, which includes the stator and the rotor coaxial with the shaft 31 of the rear wheel 13 are arranged to generate an assisting force that complements the human power provided by the chain 27 and the output sprocket 26 is transmitted.
  • The main functions of the control apparatus of the above-described motor-assisted bicycle will be described below. In a control block diagram of the 1 is the human force or pedaling force of the pedaling force sensor 47 is detected in a proportional assistance calculation section 50 and a filter section 51 entered. The filter section 51 calculates the pedaling force value by means of a device which will be described later. The proportional assistance calculation section 50 multiplies the entered treading force by a predetermined factor and outputs a proportional assisting force. The factor can z. B. set so that the ratio between the proportional assist force and the pedaling force in a vehicle speed range of up to 15 km / h is 1: 1, and the proportional assist force in a vehicle speed range of more than 15 km / h is gradually reduced to 0 proportional to an overlying section of z. B. up to a vehicle speed of 24 km / h.
  • A stationary resident calculating section 52 calculates a pedaling reference value during running on a flat ground (steady-state reference value) as a function of the vehicle speed, and outputs the calculated value. A stationary support calculation section 53 calculates a steady assist force by means of PID arithmetic operations based on the treading force value and the steady-state reference value, and outputs the calculated value. An addition section 54 adds the proportional assist force to the steady support force and outputs the sum as support power.
  • The following is the filter circuit 51 described. The of the filter circuit 51 calculated treadmill average is not the average of an integrated treadmill value in a scheduled period until the current time, but is a value calculated based on a value obtained by multiplying an estimated value by a scheduled factor, the estimated one Value is a pedal force peak in the period in which the crank angle is rotated 180 degrees starting from the current time, ie, in half a revolution of the crankshaft 22 estimated on the basis of the current treading force and the crank angle. The pedaling force value is estimated as follows.
  • 7 FIG. 14 is a graph showing the relationship between the crank angle and the treading force, and shows the graphs at the time of a kicking kick and a time of a weak kicking. In the figure, the coordinate axis represents the treading force, while the abscissa axis represents the crank angle. The ratio of treading power when the pedals 24 to be kicked vigorously (strong treading force), to pedaling when the pedals 24 are kicked weak (weak pedaling force), is constant. Thus, by measuring the strong pedaling force for each crank angle and holding the measured values as pedaling reference values, the peak value of the weak pedaling force for the same crank angle can be estimated by calculation using the pedaling force reference values.
  • If the weak pedaling forces b ', c', d 'at the crank angles B, C, D detected can be estimated, the peak value of the weak pedaling force using the following expressions based on the strong ones pedaling b, c, d at the same crank angles b, c, d and the peak value A the strong pedaling force: b '× a / b ... (Expression 1); c '× a / c ... (Expression 2); d '× a / d ... (Expression 3).
  • 8th FIG. 15 is a graph showing the ratio (factor f1) of the peak value a of the pedaling force reference value to the pedaling forces b, c, d corresponding to the crank angles. As is clear from the expressions (1) to (3), the value obtained by multiplying the output (treading force value) of the treading force sensor 47 with the factor f1, can be estimated as the pedal force peak at the time of detecting the treading force. The factor f1 can be set by considering the magnitude of the treading force and the change (distortion) of treading force.
  • As soon as the pedal force peak value can be estimated can, the pedaling force value can be estimated by multiplying of the pedal force peak with a factor f2. For example, will the esteemed Pedal force peak multiplied by 1/2 as the factor f2 thus an estimated To obtain the value of the pedaling force value. The factor f2 can also be set as a value obtained taking into account the size of the treadmill and the change the treading power.
  • The crank angle may be detected based on the rotational speed of the drive sprocket 25 , Since the drive sprocket 25 elliptical, the number of teeth of the drive sprocket varies 25 equivalent between the large radius r1 and the r2. That is, the number of teeth can be detected as a function of the large radius r1 and the small radius r2 corresponding to the crank angle. The gear ratio can be calculated from the speed of the drive sprocket 25 which is obtained based on an output of the rotation sensor for detecting the rotation of the crankshaft 22 , and the speed of the rear wheel 13 or the vehicle speed obtained based on outputs of the light sensors 41 at the engine 14 are provided. On the other hand, the gear ratio corresponding to the crank angle may preliminarily be calculated based on the radius r1 to r2 of the drive sprocket 25 and the radius r3 of the output sprocket 26 , Thus, the crank angle can be detected by a comparison between the gear ratio based on the sensor outputs and the gear ratio based on the radii of the sprockets.
  • 9 is a diagram showing the gear ratio according to the crank angle. The gear ratio is determined according to the radius r1 to r2 of the drive sprocket 25 and the radius r3 of the output sprocket 26 , The gear ratio is maximum r1 / r3 and minimum r2 / r3. Incidentally, the same gear ratio is obtained at two points on a half turn. In view of this, the direction of the change in the gear ratio is monitored, and it is detected whether the gear ratio increases or decreases, thereby identifying one of the two detected crank angles.
  • 10 Fig. 10 is a diagram showing the steady-state reference value corresponding to the vehicle speed. The stationary standby reference value TqR corresponds to the running resistance during running on a flat ground, and increases as the vehicle speed v increases. The stationary standby reference value TqR is determined considering the running resistance on a flat ground, and can be obtained by multiplying by a factor obtained empirically. The Stationärtretkraft reference value TqR is z. B. is a function of the driving resistance of a light vehicle on flat ground and is, such as in 10 7 kp at a vehicle speed of va (15 km / h) and 13 kp at a vehicle speed vb (24 km / h). Here, the light vehicle is a vehicle with a vehicle body weight of 15 kg to 20 kg.
  • Although the steady-state treadmill reference value TqR has been determined on the basis of the running resistance on a flat ground, it may be deformed as indicated by the dashed lines in FIG 10 is shown. When the value is changed to a rising tendency at the vehicle speed va (line m), the assist force is increased at a vehicle speed of not less than va, and when the value becomes a rising tendency at the vehicle speed vb (line n) is changed, the assist force is rapidly reduced to substantially a support stop state at a vehicle speed of not less than vb.
  • Regarding 1 Hereinafter, the operation of a stationary assist force calculating section will be described 53 described. As shown in the figure, the steady assisting force is calculated to increase as the treading force Tq increases and to decrease as the stationary tethering reference value TqR increases. When the running resistance is not changed, that is, when the stationary standby reference value TqR is not changed, the treading force Tq is reduced by the increase of the assisting force. That is, a control is executed so that the pedaling force value TqAV becomes equal to the steady-state reference force TqR.
  • There here the Stationärtretkraft reference value TqR a function of driving resistance while driving on flat Substrate is, corresponds to the Stationärtretkraft reference value TqR not the treading force Tq, if the ground is a slope. The is called, the increase the stationary support force due to the treading force Tq will be greater than the reduction of Inpatient support force due the steady-state reference value Tqr. Thus, the inpatient support force comes in an upward trend, wherein the treading force Tq may be smaller. In other words, the supportive force is issued so that the Treading force Tq, which for the Driving on a level surface is required, even then maintained becomes when the underground goes into a slope.
  • The operation of the aforementioned control device will be described with reference to a timing chart. 11 (a) is a timing diagram of the operations during stationary driving on a flat surface. 11 (b) is a timing diagram of the operation during acceleration travel on a flat surface, and 11 (c) is a timing diagram of the operation during a transition from shallow ground to a slope. In these figures, the line SA represents the stationary assisting force, while the line SB represents the treading force and the line SC represents the assisting force which is the sum of the stationary assisting force, the treading force and the proportional assisting force. That is, the proportional assist force is represented by the difference between the line SC and the line SB. While in 11 the line SB represents the change of the pedaling force Tq, in the calculation of the steady assisting force, the mean value (estimated value) of the treading force Tq is used.
  • During stationary driving on a flat surface, as in 11 (a) The proportional assist force is a value obtained by multiplying the treading force Tq by a factor. On the other hand, the steady assist force has a small value due to the subtraction of a part corresponding to the stationary standby reference value TqR from a part corresponding to the mean value of the treading force Tq.
  • During the acceleration ride on a flat surface, as in 11 (b) That is, when the pedaling force Tq is increased to accelerate, the proportional assisting force increases as the pedaling force Tq increases, so that the assisting force is increased. It is thus possible to accelerate with a small pedaling force. The treading force increases and the steady assisting force tends to become higher after the acceleration than before the acceleration. The steady-state treadmill reference value TqR increases due to the increase of the vehicle speed by the acceleration, as a result of which the steady-state assisting force is not changed. That is, an increase in the assisting force due to the change of the proportional assisting force is set in proportion to the increase of the treading force during the acceleration.
  • During the transition from a flat surface to a slope, as in 11 (c) shown, the treadle Tq increases, but the vehicle speed is not changed or slightly reduced. The proportional assist force increases in accordance with the increase of the treading force Tq. Since the vehicle speed is not changed, the stationary treadmill reference value TqR is not changed. Thus, the steady assist force increases in accordance with the increase in the average of the pedaling force Tq, as a result of which the assisting force is increased and the average of the pedaling force Tq returns to its initial value, namely, the value during running on a flat ground. After matching the force required for the uphill drive and the steady assisting force, both the treading force and the proportional assisting force return to their original values, and driving can be performed with the same treading force as when traveling on a flat ground.
  • The present embodiment can be modified. For example, in the control device of the 1 Examples of a simple addition of control values and a simple multiplication by a factor are described. In the arithmetic operations, however, z. For example, changing the presence or absence of the addition of the control values can be performed so as to obtain an optimal support force corresponding to the road surface (eg, according to the grade condition), which factor can be determined as a function of the road surface.
  • While also the Pedal force independent From the location of the crank angle has been calculated, the estimate can not near of the upper and lower dead center are performed to the estimation errors to reduce. In this case, z. B. the detected pedaling force directly as estimated Value of the pedal force peak in the vicinity of the upper dead center using an estimated pedal force peak, which was estimated immediately before can be used in the environment of the lower dead center.
  • There is a case in which the supportive force becomes negative; z. For example, in the case of a grade, the treading force Tq becomes 0 while the vehicle speed v increases and the steady-state treading force reference value TqR is increased, so that the assisting force becomes negative. In such a case, the output power of the engine 14 set equal to 0, or the engine 14 can be switched to a regenerative brake. As a result, the idle speed can be limited on the slope.
  • As from the above description, according to the invention, as in the claims 1 to 4, the supporting force determined on the basis of an estimated treading force, so that the delay of the Regulation is eliminated. More specifically, according to the invention of the claim 2 becomes the support force determined on the basis of a mean treadmill value, so that one stable support carried out without following the periodic change made by the rotation of the crankshaft is generated.
  • According to the invention of claim 3 may also further the crank angle detected are due to using the properties of the rotation the shape of the drive sprocket so that it is not necessary a crank angle detection sensor for exclusive use provided.
  • According to the invention of claim 4, a support can also be achieved, the for the driving conditions, such as As the driving speed and the road conditions suitable is. Further, due to the elimination of the control delay, no entanglement between the change the treading force and the change the real driving speed of the vehicle generates, so that a good driving experience can be achieved.
  • Around to enable a better for to determine the driving conditions suitable supporting force by Improve the delay the support control / regulation and the problems in determining the support force only proportional For treading, a filter section is created, which is a detected pedaling force with a predetermined pedaling reference value corresponding to the crank angle detected at the relevant time and appreciates a peak in pedaling power. It also becomes an average estimated on the basis of the peak value. A steady state reference value is proportional to the driving resistance on a level surface the driving speed. A stationary support calculation section calculates a steady support force by means of PID control based on the pedaling force value and the stationary contact force reference value. The stationary support force is calculated to be increases as the treadmill average increases and decreases becomes when the steady state reference value increases. A proportional assistance calculation section calculates a proportional assist force that is proportional to the detected Pedaling power is. The proportional support force and the steady support force are added together to get a supportive power.
  • 1
    Vehicle body frame;
    5
    Seatpost;
    8th
    Handlebar;
    9
    brake lever;
    14
    Engine;
    17
    Battery;
    22
    Crankshaft;
    24
    Pedal;
    27
    Chain;
    32
    wheel hub (Outer rotor)
    41
    Light sensor;
    47
    Tretkraftsensor;
    50
    Proportional support calculation section;
    51
    Filter section;
    52
    Stationärtretkraft calculation section;
    53
    Stationary support calculation section;
    54
    Adding section.

Claims (5)

  1. Motor assisted bicycle with a crankshaft ( 22 ), to which both a pedaling force of a driver and an assisting force of an engine ( 14 ), the motor-assisted bicycle comprising: a pedaling force sensing device ( 47 ), which for detecting the on the crankshaft ( 22 ) is formed, a crank angle detecting means, which for detecting a crank angle of the crankshaft ( 22 ), a processing means, which is designed to process detected pedaling forces and, depending on the processing result, a basic variable for determining a signal from the engine ( 14 ) on the crankshaft ( 22 ) and a means of control ( 50 . 51 . 52 . 53 . 54 ), which is adapted to determine the assisting force of the engine in a subsequent period based on the basic quantity output by the processing means, characterized in that the bicycle further comprises a pedaling force value holding means which includes kicking force reference values associated with crank angles, and further the processing means is an estimator, which is designed to to compare a pedaling force detected at a detection crank angle with a pedaling reference value sampled by the pedaling force value holding means and corresponding to the detection crank angle, and outputting a future pedaling force to be expected in the subsequent period as the basic quantity depending on the comparison.
  2. Method for determining an assisting force which is provided by an engine ( 14 ) in addition to a pedaling force of a driver on a crankshaft ( 22 ) of a motor-assisted bicycle ( 1 ), the method comprising the steps of: detecting a current treading force and the detection crank angle at which the current treading force is detected, interrogating a treadmill reference value associated with the detection crank angle from treadmill reference value holding means, treadmill reference values associated with crank angles containing, - comparing the pedaling force detected at the detection crank angle with the associated treading force reference value, - estimating a future pedaling force expected in a subsequent period as a function of the comparison, and - determining the assisting force based on the estimated future pedaling force.
  3. Method according to claim 2, characterized, that the estimation step the following sub-steps include: - Determine an expected Pedal force peak in the subsequent time period based on the detected pedaling force, the associated detection crank angle and the treadmill reference value associated with the detection crank angle and - Determine a pedaling force value as the estimated treading force based on the expected pedal force peak.
  4. Method according to claim 2 or 3, characterized, that the support force additionally based on a steady state reference value is determined, wherein the determination of the Stationärtretkraft reference value following steps includes: - Determine the current bicycle speed and - Querying a Stationärtretkraft reference value holding means dependent on from the bicycle speed, wherein in the stationary treadmill reference value holding means Values associated with bicycle speeds as steady-state reference values are deposited, which is proportional to a driving resistance of a light bike on a level surface.
  5. Method according to claim 4, characterized in that that a stationary support force using PID arithmetic operations based on the pedaling force average and the steady-state reference value is calculated such that the steady support force is increased, when the pedaling force value increases, that the stationary assistance force decreases when the steady-state reference value rises, and that the inpatient support force independently is maintained by periodic fluctuations in pedaling power.
DE2002143751 2001-09-27 2002-09-20 Motor-assisted bicycle Expired - Fee Related DE10243751B4 (en)

Priority Applications (2)

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JP2001297609A JP2003104274A (en) 2001-09-27 2001-09-27 Power-assisted bicycle

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DE (1) DE10243751B4 (en)
NL (1) NL1021277C2 (en)

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CN1410318A (en) 2003-04-16
DE10243751A1 (en) 2003-06-05
NL1021277A1 (en) 2003-03-31
NL1021277C2 (en) 2003-06-13
JP2003104274A (en) 2003-04-09
CN1212953C (en) 2005-08-03

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