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
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.
motor assisted bicycle
the mean value of the pedaling force is used so that the change
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.
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.
of the above mentioned
It is an object of the present invention to provide a motor assisted bicycle
to create that needed one
can provide suitable without the frequent changes in pedaling power
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
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
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
becomes an assisting force
determined on the basis of an estimate of the pedaling force in a
e.g. in half a turn of the crankshaft.
can furthermore be provided that the estimation means is constructed
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.
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.
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
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
Following, the invention will be described in more detail with reference to drawings.
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.
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.
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
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 ...
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
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.
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
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
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.
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
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
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 treading force and the change
the real driving speed of the vehicle generates, so that a good
can be achieved.
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.
- Vehicle body frame;
- brake lever;
- wheel hub
- Light sensor;
- Proportional support calculation section;
- Filter section;
- Stationärtretkraft calculation section;
- Stationary support calculation section;
- Adding section.