JP5268479B2 - Electric assist bicycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a battery-assisted bicycle capable of continuously lighting a headlamp even when the remaining capacity of a battery is less. <P>SOLUTION: When the remaining capacity of a battery reaches the lighting regenerative start value V<SB>b</SB>equal to or less than the auxiliary drive stopping value V<SB>a</SB>of a motor, the lighting regenerative power generation is executed by performing the regenerative control of the motor. As long as the wheel is continuously rotated, the headlamp is lit by the power generated by the lighting regenerative power generation. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a battery-assisted bicycle that assists the pedaling force of human power, which is the driving force of the bicycle, by rotating the motor with the electric power of the power storage means, and in particular, the motor is regeneratively operated under specific conditions. The present invention relates to a battery-assisted bicycle that can charge power storage means with generated electric power.

  There is a battery-assisted bicycle that assists the rider's treading force and reduces the burden on the rider, which is necessary when driving the bicycle by rotating a motor (electric motor) with a power storage means (secondary battery, etc.) Generally known. Such a power-assisted bicycle, especially when a large pedal force (driving force by human power) is required, such as uphill or starting to run, drives the motor and adds its rotational driving force to the pedaling force. The burden to feel can be reduced.

  In such a battery-assisted bicycle, when it is not necessary to assist human power with a motor, such as when braking by braking or traveling downhill, a regenerative operation using the motor as a generator is performed, and this regenerative operation generates Charging (regenerative charging) electric power to a battery that is a power source of a motor is performed. By performing this regenerative charge, it is possible to extend the travel distance in a single charge cycle by extending the charge cycle once (the period from when the battery is fully charged until it is necessary to perform full charge again). .

  As an example of a battery-assisted bicycle that employs this type of regenerative operation, Patent Document 1 is provided with a sensor for detecting the remaining battery level and a sensor for detecting the amount of brake operation, and when the remaining battery level is low or during sudden braking. There is described a battery-assisted bicycle configured to perform efficient regenerative charging by controlling so that the electric power obtained by the regenerative operation is increased (when the brake operation amount is large).

  Since such a battery-assisted bicycle is equipped with a battery, which is a secondary battery, as a power source for rotating the motor, the battery is used as a lighting means for the battery-assisted bicycle (headlights, taillights, other lights). ) Is often used as a power source for lighting.

  When a secondary battery is used as a power source for lighting means such as headlamps, a dynamo (generator) that generates power using the rotational force of the wheels while sliding on the wheels is used as the power source for the headlamps. In comparison, the headlamp can be turned on without causing the rider of the battery-assisted bicycle to feel a burden (without exhausting the rider's physical strength for lighting). In addition, when the dynamo is used as a power source, the brightness of the headlamps changes depending on the traveling speed of the vehicle. However, when the battery is used as a power source, the brightness of the headlamps is adjusted to the traveling speed. Regardless, it can be kept constant.

  By the way, in a battery-assisted bicycle, the battery is mainly used to drive the electric motor. However, since a large amount of electric power is consumed to drive the electric motor, the chemical energy stored in the battery is increased as the driving is continued. It is converted into electric energy (electric power) and consumed, and the remaining battery level (chemical energy and electric energy stored) gradually decreases. Then, the power that can be generated by the battery will eventually fall below the power necessary to drive the motor effectively, and if you continue to drive the motor after that, the battery will be over-discharged. This will shorten the battery life.

  For this reason, when the remaining battery level decreases, the drive of the motor is stopped to prevent overdischarge of the battery, but the drive of the motor is stopped by electrically disconnecting the battery from the entire electric circuit. With such a configuration, the power source of the headlamp is disconnected from the circuit, so that the operation of the motor is stopped (turned off) at the same time as the driving of the motor is stopped.

  However, since the headlamps do not consume as much power as an electric motor, it is not always necessary to turn off the lights at the same time as driving of the electric motor is stopped. Further, in the configuration in which the motor is turned off at the same time as the driving of the motor is stopped, the headlight suddenly turns off during traveling for the passenger, which is dangerous when traveling at night.

As a solution to this problem, there is a battery-assisted bicycle disclosed in Patent Document 2. In this battery-assisted bicycle, the driving of the motor (electric motor) and the lighting of the lamp (headlight) are performed by circuits independent from each other, so that the lamp can be lit even when the driving of the motor is stopped. The drive of the motor was stopped by making a difference between the power supply voltage when turning off the motor and the power supply voltage when turning off the lamp, and lowering the power supply voltage when turning off the lamp. Later, the lamp can be turned on for a short time.
JP 2003-204602 A Japanese Patent No. 3306299

  However, the battery-assisted bicycle described in Patent Document 2 as described above has a problem that the headlamp cannot be lit for a long time after the remaining battery level of the battery decreases. Below, this problem is explained in detail.

  Even if the headlamp does not consume as much power as the motor, it will continue to consume power if it is lit, so if the headlamp remains on even if the motor is stopped The remaining battery level of the battery will decrease.

  In the battery-assisted bicycle described in Patent Document 2, as shown in FIG. 9 (a), when the power supply voltage becomes extremely low, the lamp (headlight) is turned off. After that, if the headlamp is continuously turned on, the remaining battery level will eventually decrease, the power supply voltage will drop, and the headlamp will also be turned off. In other words, in the battery-assisted bicycle described in Patent Document 2, the lamp can be turned on for a short time after the drive of the motor is stopped. It is inevitable that the headlamp will be turned off.

Further, as shown in FIG. 9 (b), the headlamp can be kept on for a little longer if the headlamp is not turned off even if the power supply voltage is lowered, and is kept on. However, if the output voltage of the battery is lower than the voltage originally required by the headlamp, the headlamp can only be dimly dimly lit, and the headlamp still consumes power in this case. since the output can be voltage of the battery is reduced to nearly 0V (the reach time t _X), even without reduced to 0V it is no longer possible to maintain the lighting state (actually, an earlier stage Will not be able to remain lit). If such a method is adopted, the battery and the headlamp are used in an unrated manner, so that a burden is imposed on the battery and the headlamp and the life of the battery and the headlamp is shortened.

  Therefore, when it is necessary to run a long distance on a battery-assisted bicycle with a low battery level, a conventional battery-assisted bicycle cannot keep the headlights on, which is very dangerous at night. Become.

  In addition, even if the headlamp lighting time is extended using regenerative charging, in the conventional method, regenerative charging is performed only during braking, coasting, downhill traveling, etc. Since regenerative charging is not performed when traveling on a road with a pedal, the headlamp cannot be turned on again when traveling on a flat road for a long time.

  In view of such problems, the present invention provides a battery-assisted bicycle that can keep lighting means such as a headlamp on even when the remaining amount of secondary batteries (including power storage means) is low. With the goal.

In order to achieve the above object, an invention according to claim 1 of the present invention is a battery-assisted bicycle capable of traveling while assisting the driving force by human power with the driving force of the electric motor, the electric motor driving with power storage means as a power source, and Illuminating means that can be turned on using the power storage means as a power source, illumination setting means for setting on / off of the illumination means, remaining capacity detecting means for detecting a remaining capacity of the power storage means, the electric motor, and the illumination means Operation control means for controlling the operation of the motor, wherein the operation control means is configured such that when the remaining capacity of the power storage means detected by the remaining capacity detection means is less than or equal to a predetermined auxiliary drive stop value, The remaining capacity of the power storage means detected by the remaining capacity detecting means is equal to or less than a predetermined lighting regeneration start value that is equal to or less than the auxiliary drive stop value, and When bright setting means is set to the lighting side, the perform different lighting regenerative power generation and regenerative power generation when performing regenerative control of the electric motor braking operation, the illumination means by the electric power generated by the lighting regenerative power generation In the state where the regenerative control of the motor performed by the operation control means at the time of lighting regenerative power generation has reached the lighting start value with the remaining capacity decreased, at first, than the amount necessary for lighting the lighting means Control is performed to generate a small amount of regenerative power generation, and then the amount of regenerative power generation is gradually increased so that a larger amount of power is generated as the remaining capacity decreases .

According to the above-described battery-assisted bicycle, the remaining capacity of the power storage means decreases, and when the lighting regeneration start value or less is reached, the regeneration control of the motor is performed to perform the lighting regeneration power generation. Electricity can be generated as long as the wheels of the battery-assisted bicycle continue to rotate by pushing, etc., and as a result, even when the remaining capacity of the power storage means decreases, the illumination means can be kept on for a long time. . In addition, the regenerative control of the motor performed by the operation control means during the lighting regenerative power generation is initially smaller than necessary for lighting the lighting means in a state where the remaining capacity has decreased and has reached the lighting start value. Control the power generation amount to generate regenerative power, and then gradually increase the amount of regenerative power generation so that a larger amount of power is generated as the remaining capacity decreases. It can be reduced to the minimum necessary according to the remaining capacity.

The invention according to claim 2 is the battery-assisted bicycle according to claim 1, wherein the auxiliary drive stop value and the lighting regeneration start value are the same value.
In this way, the remaining capacity of the power storage means makes the auxiliary drive stop value and the lighting regeneration start value the same value, thereby making it possible to match the stopping time of the driving operation of the motor and the starting time of the lighting regeneration power generation. The lighting means can be kept on while suppressing a decrease in the remaining capacity of the power storage means due to the stop of the driving operation of the electric motor.

The invention according to claim 3 is the battery-assisted bicycle according to claim 1 or 2 , further comprising travel speed detection means for detecting the travel speed of the battery-assisted bicycle, and during lighting regenerative power generation. Further, the regenerative control of the electric motor performed by the operation control means is performed so as to generate larger electric power as the traveling speed detected by the traveling speed detecting means is larger.

  By controlling the lighting regenerative power generation to generate more power as the travel speed increases, the amount of increase in wheel and pedal loads due to the lighting regenerative power generation is set appropriately according to the pedal rotation load at that time. can do.

The invention according to claim 4 is the battery-assisted bicycle according to any one of claims 1 to 3 , further comprising human power driving force detection means for detecting a driving force by human power, and is lit. The regenerative control of the electric motor performed by the operation control means during regenerative power generation is performed so as to generate larger electric power as the human power driving force detected by the human power driving force detection means is smaller.

  The smaller the human driving force is, the more power is generated by the regenerative power generation, and the amount of increase in the load of the wheels and pedals due to the regenerative power generation is set appropriately according to the rotation load of the pedal at that time. can do.

  Since the battery-assisted bicycle according to the present invention can generate electric power as long as the wheel continues to rotate by generating regenerative power generation, even when the remaining capacity of the power storage means is small, even when the pedal is depressed, If you are walking, you can keep the headlights on, and it is safe to move long distances with low battery power at night.

  In addition, if the drive operation stop time of the electric motor is coincident with the start time of the regenerative power generation, regenerative charging starts from a state where the remaining capacity of the power storage means is not reduced too much. There is no burden on the power storage means.

  In addition, if the lighting means can be turned on without reducing the remaining capacity of the power storage means, until full charge is performed when the power storage means is recharged after the travel using the lighting regenerative power generation is completed. It is possible to reduce the time required for

  Further, by minimizing the amount of electric power generated by the lighting regenerative power generation, it is possible to reduce the wheel and pedal loads felt by the passenger when the light regenerative power generation starts.

  Lighting, such as headlamps, without overloading the rider by appropriately setting the amount of increase in the load on the wheels and pedals due to the regenerative power generation according to the load felt by the rider at that time The lighting of the means can be continued and the decrease in the remaining capacity of the power storage means can be efficiently suppressed efficiently.

[First Embodiment]
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.
<About the overall configuration>
First, the whole structure and partial structure of a battery-assisted bicycle will be described with reference to FIGS.

  As shown in FIG. 1, the battery-assisted bicycle 1 of the present invention has a vehicle body frame 10 that forms a skeleton of the vehicle body, and the vehicle body frame 10 has a main pipe 19 that extends in the front-rear direction. A head pipe 11 and a seat pipe 12 are provided at the front part and the rear part of the main pipe 19, respectively. A back hawk 14 and a chain stay 15 are provided behind the lower end of the seat pipe 12.

  A handle stem 16 is attached to the upper portion of the head pipe 11, and a handle portion 20 is attached to the upper end portion of the handle stem 16. Also, a front fork 17 is attached to the lower end of the head pipe 11, and the front fork 17 is a headlamp 7 (for example, an LED light) that is an illuminating means that is lit in a dark condition such as when driving at night. Is attached. A front wheel 4 </ b> A is rotatably supported at the lower end of the front fork 17.

  A front mudguard 5A is attached to the periphery of the front wheel 4A so as not to interfere with the rotation of the front wheel 4A. Auxiliary power for generating auxiliary driving force by a motor (electric motor) is attached to the rotating shaft hub of the front wheel 4A. Part 8 is attached. Further, as the front wheel 4A rotates, the motor of the auxiliary power unit 8 is configured to rotate integrally with the front wheel 4A (directly connected to each other or via a gear).

  Behind the seat pipe 12 is a battery 2 as a power storage means as a power source for the auxiliary power unit 8 and the headlamp 7 (note that the power storage means is preferably a battery, that is, a secondary battery, but is a capacitor or the like. May be attached). A seat post 18 is attached to the upper portion of the seat pipe 12, and a saddle portion 6 on which a passenger sits is provided on the upper portion of the seat post 18. In addition, a crank pedal portion 30 is provided below the seat pipe 12 to which a human driving force (stepping force) of the rider is applied.

  In the crank pedal portion 30, the crankshaft 33 is rotatably supported by a hanger lug portion (not shown) to which the lower end portion of the seat pipe 12 is fixed. In the crank pedal portion 30, when a pedaling force is applied to the pedal 31, the crank 32 rotates around the crankshaft 33, and the rotational driving force is covered with a driving force transmission mechanism (not shown) (chain case 34). Via a chain, a belt, a gear, a sprocket, and the like, the rear wheel 4B and the chain stay 15 (see FIG. 3) are rotatably transmitted to the rear wheel 4B.

  A rear mudguard 5B is attached to the rear wheel 4B so as not to interfere with the rotation of the rear wheel 4B, and a rear reflector 9 for reflecting light from behind is attached to the rear part of the rear mudguard 5B. Yes. The rear reflector 9 may be a taillight that is lit in a dark condition such as when driving at night.

  The above is the overall configuration of the battery-assisted bicycle 1.

<About the configuration of the handle>
Next, the handle portion 20 will be described in more detail with reference to FIG.

  FIG. 2A is a diagram showing the handle portion 20, and the handle portion 20 has a handle bar 22 attached to the upper end portion of the handle stem 16 and extending in the left-right direction. Is supported in a freely rotatable posture with respect to the head pipe 11. A left handle grip 23L and a right handle grip 23R are attached to both ends of the handle bar 22, respectively.

  In the handle portion 20, a left brake lever 24L and a right brake lever 24R are provided near the two handle grips 23L and 23R, respectively. When the battery-assisted bicycle 1 travels, the rider operates (pulls) the left brake lever 24L or the right brake lever 24R to operate the mechanical brake mechanism (not shown) of the front wheel 4A or the rear wheel 4B, thereby operating the front wheel. It is possible to brake the travel of the battery-assisted bicycle 1 by suppressing the rotation of the 4A or the rear wheel 4B. There is no particular limitation as to which of the left brake lever 24L and the right brake lever 24R corresponds to the mechanical brake mechanism of the front wheel 4A or the rear wheel 4B, but here the right brake lever 24R is the mechanical brake mechanism of the front wheel 4A, the left brake The lever 24L corresponds to the mechanical brake mechanism of the rear wheel 4B.

  In the present embodiment, as means for braking the travel of the battery-assisted bicycle 1, regenerative braking (electric brake) by regenerating the auxiliary power unit 8 is used in addition to the mechanical brake. As shown in FIG. 2 (b), the electric brake is detected by operating the brake levers 24L and 24R. As shown in FIG. 2B, the movement of the brake levers 24L and 24R is detected. A brake switch 24a (such as a reed switch) that outputs a signal is attached near each of the brake levers 24L and 24R.

  Further, a hand controller 26 is attached on the handle bar 22 near the handle grip 23L or 23R (which may be either left or right, but here the left side).

  FIG. 2 (c) is a diagram showing the hand operating device 26, and the hand operating device 26 can be operated (instructed ON / OFF) by operating and disabling auxiliary driving operation of the auxiliary power unit 8. A switch 71, an auxiliary mode selection switch 72 capable of selecting an auxiliary mode (mode) such as the strength and period of auxiliary driving of the auxiliary power unit 8, and an illumination switch capable of operating (ON / OFF) turning on and off the headlamp 7 73 (lighting setting unit).

  Further, a hand remaining amount display section 75 for displaying the remaining capacity of the battery 2 at the present time is provided in the vicinity of the auxiliary drive operation switch 71, and the current auxiliary mode is displayed in the vicinity of the auxiliary mode selection switch 72. A mode display section 76 for displaying is provided. The hand controller 26 has a simple communication function and a calculation function, and the display contents thereof are determined by communicating with an operation control unit 40 described later and performing a calculation.

  In FIG. 2 (c), each switch 71, 72, 73 is constituted by a push button, and each display part 75, 76 is constituted by a plurality of LEDs. However, these are examples, and more complicated operations are performed. -A configuration capable of display may be used.

  In addition, the handle unit 20 has a transmission setting unit 28 that can adjust the traveling speed of the battery-assisted bicycle 1 when operated by the rider, and a warning that sounds a warning sound when operated by the rider. A sound device 29 may be attached.

  Also, from each of the left and right brake bars 24L and 24R, brake wires 84L and 84R for transmitting the mechanical movement of the left and right brake bars 24L and 24R, and a brake switch cable for transmitting an electrical signal output from the brake switch 24a. 85L and 85R are extended. Further, hand operating device cables 81, 82, 83 for transmitting electric signals corresponding to the movements of the switches 71, 72, 73 respectively extend from the hand operating device 26 toward the other parts of the battery-assisted bicycle 1. ing.

  When the transmission setting unit 28 is attached, a transmission wire 88 that transmits the movement of the transmission setting unit 28 from the transmission setting unit 28 is provided in a gear box (not shown) provided on the rear wheel 4B. The gears can be changed by changing the combination of gears in the gear box in accordance with the operation of the transmission setting unit 28.

  Note that other wires and cables may be used as long as they can transmit information. For example, a remote controller system using an infrared signal or a radio signal may be used.

  The above is the configuration of the handle portion 20.

<Crank pedal and battery area>
Next, the configuration around the crank pedal portion 30 and the battery 2 will be described with reference to FIGS. FIG. 3 is a view showing the periphery of the crank pedal portion of the battery-assisted bicycle 1. FIG. 4 is a block diagram showing main parts of the battery-assisted bicycle 1 according to the present embodiment. FIG. 4 (a) shows the operation control unit 40 and other parts existing near the crank pedal unit 30. 4 (b) shows the electrical connection relationship around the battery 2, FIG. 4 (c) shows the electrical connection relationship around the handle portion 20, and FIG. FIG. 4E shows the electrical connection relationship around the headlamp 7, and FIG. 4E shows the electrical connection relationship around the auxiliary power unit 8.

  The battery 2 has a battery locking portion 2a, and the battery locking portion 2a is locked to the seat pipe locking portion 12a in a state of being mounted on a bracket attached to the rear of the hanger lug portion (not shown). Has been. In addition, an energization connection portion 2b is provided at the lower portion of the battery 2, and the energy stored in the battery 2 can be taken out from the energization connection portion 2b in the form of electric energy.

  Furthermore, a remaining capacity detector 35 (remaining capacity detecting means) for detecting the remaining capacity of the battery 2 is attached to the battery 2, and the remaining capacity detector 35 has a remaining capacity display switch 35 a ( A push button in FIG. 3 and a remaining amount display portion 35b (a plurality of LEDs in FIG. 3) are provided. When the remaining amount display switch 35a is operated (pressed), an indication of the remaining capacity of the battery 2 is displayed on the remaining amount display portion 35b (depending on the number of LEDs lit, the lighting pattern, etc.).

  As a method for detecting the remaining capacity of the battery 2, the output voltage of the battery 2 may be detected by a voltmeter, or the current flowing out from (or flowing into) the battery is measured and this current is integrated. You may detect by.

  On the other hand, an operation control unit 40 (operation control means) that controls the electrical operation of the entire battery-assisted bicycle 1 (operation of the auxiliary power unit 8 and lighting of the headlamp 7) is provided near the crank pedal unit 30. The chain cover 34 is provided so as to be protected. A power supply terminal 40 a is provided on the upper part of the operation control unit 40, and by connecting the power supply terminal 40 a to the energization connection unit 2 b of the battery 2, the operation control unit 40 receives electric energy from the battery 2. It becomes possible to control the general operation. Further, the remaining capacity of the battery 2 detected by the remaining capacity detector 35 is transmitted to the operation control section 40 by connecting the power supply terminal 40a to the energizing connection section 2b. Furthermore, the operation control unit 40 holds the battery 2 in a posture to support the battery 2 when the power supply terminal 40a is connected to the energization connection unit 2a.

  Further, the crank pedal portion 30 and the vicinity thereof include a human power driving force detector 36 (human power driving force detection means) that detects a driving force (stepping force) applied to the pedal 31, and a traveling speed of the electric bicycle 1. A traveling speed detector 37 (traveling speed detecting means) for detecting the distance is provided.

  The manpower driving force detector 36 and the traveling speed detector 37 are attached in the vicinity of the crankshaft 33 of the crank pedal portion 30. Here, the manpower driving force detector 36 uses, for example, a magnetostrictive sensor (a material whose permeability changes by application of external force and reads a change in permeability as a change in magnetic flux by a search coil) or an elastic ring. A human driving force can be detected by using a type torque sensor (which reads a displacement due to torque of a magnetic ring or metal ring as a change in magnetic resistance by a magnetic detection member such as a coil). The traveling speed detector 37 can detect the traveling speed by calculating based on the pedal or wheel rotational speed detected by a rotational speed detector such as a rotary encoder. In addition, the sensor unit and the calculation unit of these detectors 36 and 37 may be provided at different locations, and in particular, the sensor unit may be attached near the wheel so that detection can be performed more effectively. It is not always necessary to attach it near the crankshaft 33.

  The detected pedaling force signal related to the human power driving force detected by the human power driving force detector 36 and the detected speed signal related to the traveling speed detected by the traveling speed detector 37 are respectively detected by the detected pedaling force transmission cable and the detected speed transmission. It is transmitted to the operation control unit 40 by a cable (both not shown).

  In addition to the detection pedaling force transmission cable and the detection speed transmission cable, the operation control unit 40 is connected to a brake wire 84, a brake switch cable 85, and hand operating device cables 81, 82, 83. The operation control signal can be transmitted from the operation control unit 40 to each unit of the battery-assisted bicycle 1. Further, a headlight cable 92 and an auxiliary power unit cable 93 extend from the operation control unit 40 to the headlamp 7 and the auxiliary power unit 8, respectively. 8 is transmitted to the operation control unit 40 from the headlamp 7 and the auxiliary power unit 8 so that the operation states of the headlamp 7 and the auxiliary power unit 8 are electrically transmitted. It has become.

  Each cable (a bundle of a plurality of conductive wires) serves as a power supply line that supplies power from the battery 2 to devices that require power to operate, such as the headlamp 7 and the auxiliary power unit 8. Also has a role.

  As the battery 2, for example, a lithium ion battery or a nickel metal hydride battery can be used, and the voltage output from the battery 2 can be set to, for example, 24V. Moreover, between each apparatus (headlight 7, auxiliary drive part 8, operation control part 40, etc.) which operate | move using the battery 2 as a power supply and the battery 2, as shown to Fig.4 (a)-(e). Interface circuits (I / F circuits) 90 to 97 are connected to each other, and these I / F circuits 90 to 97 use the output voltage (for example, 24V) of the battery 2 as the rated voltage (for example, a headlamp) of each device. 7 is 6V, etc.). However, in the case of a device that does not require a power source or a device that operates with a power source other than the battery 2, there is no need for transformation, and therefore these I / F circuits 90 to 97 may be provided as necessary.

  Further, when there are the I / F circuits 90 to 97, the I / F circuits 90 to 97 are directly connected to the operation control unit 40, and the operation control unit 40 and other devices are connected to each I / F circuit. Electric signals are exchanged via the F circuits 90 to 97.

  Further, the operation control unit 40 can appropriately switch between the lighting state and the extinguishing state of the headlamp 7 according to the control signal, and the operation of the auxiliary power unit 8 can be appropriately changed according to the control signal.

  As the operation control unit 40, for example, a microprocessing unit (MPU) including a storage area (memory 40a), a calculation unit, and other peripheral circuits such as an interface can be used, but a plurality of circuit elements are combined. An electronic circuit configured to realize a function equivalent to that of the MPU can be substituted.

  Here, since the gear change is performed by changing the combination of the gears in the gear box provided to the rear wheel 4B in accordance with the operation of the transmission setting unit 28, the operation control unit 40 includes the transmission setting unit. 28, when the shift is electrically controlled, the transmission setting unit 28 and the operation control unit 40 are electrically connected so that the operation control unit also performs the shift control. It may be.

  The above is the configuration around the battery 2.

<About the control contents of the operation control unit>
Next, the operation of the operation control unit 40 will be described with reference to FIGS.

  FIG. 5 is a diagram illustrating the relationship between the remaining capacity of the battery and the amount of lighting regenerative power generation and the passage of time when the regenerative power generation is performed in the battery-assisted bicycle 1, and FIG. 40 is a flowchart showing 40 operations. Hereinafter, it will be described along the flowchart shown in FIG. 6 with reference to FIGS.

First, the rider gets on the battery-assisted bicycle 1, and the rider steps on the pedal 31 to rotate the crank 32 and starts running (step S1 in FIG. 6).
During traveling, it is first determined whether or not the auxiliary drive operation switch 71 is in the ON state, that is, the operation permission side (step S2). When the auxiliary drive operation switch 71 is in the OFF state, that is, when the operation is prohibited (step S2-NO), the drive operation of the auxiliary power unit 8 is stopped (step S3).

  Here, stopping the driving operation of the auxiliary power unit 8 means stopping the power supply to the motor of the auxiliary power unit 8, and it is not always necessary to stop the motor completely at the same time as the stop, The motor may be rotating with inertia for a while.

That is, at the same time when the driving operation of the motor is stopped, the rotation of the motor is not completely stopped. If the front wheel 4A is rotated, the motor is also physically rotated along with this.
If the motor is configured to be able to be separated from the front wheels 4A at the same time as stopping the driving operation of the motor, the rotation of the motor may be stopped completely at the same time as the driving operation is stopped. Since the motor needs to rotate integrally with the front wheel 4A during operation, when the motor and the front wheel 4A can be separated, the motor is integrated with the front wheel 4A again at the start of the regenerative operation. It is good to be able to connect to rotate.

  On the other hand, if the switch 71 is in the ON state in step S2, the process proceeds to step S4, and whether or not at least one of the two brake switches 24a is in the ON state (at least one of the brake levers 24L and 24R is pulled). Determine.

  In step S4, when at least one of the two brake switches 24a is in the ON state (step S4-YES), regenerative power generation is performed (step S5), and the control state of the operation control unit 40 goes to step S8 described later. Transition.

  Here, as a method for controlling regenerative power generation in step S5, for example, when the motor M of the auxiliary power unit 8 shown in FIG. 4 (e) is a brushless motor that operates with a three-phase electrical signal, the rotation state is changed. By detecting the Hall element and controlling the ON / OFF period of the switching element included in the I / F circuit 95 according to the rotation state of the motor M, the motor M is operated as a generator to perform regenerative power generation. There is a method of charging the battery 2 with the electric power generated by this. At this time, when the motor M operates as a generator, the kinetic energy of the motor M is converted into electrical energy, and the battery 2 is charged, and the running of the battery-assisted bicycle 1 is braked (that is, the battery-assisted bicycle). 1 kinetic energy is converted into electrical energy, and regenerative braking is performed).

On the other hand, when the brake levers 24L and 24R are not operated in step S4 and both the brake switches 24a are OFF (step S4-NO), the remaining capacity of the battery 2 detected by the remaining capacity detector 35 is It is determined whether or not it is greater than _a predetermined auxiliary drive stop value V _a (for example, a voltage of 12 V) (step S6).

By the time the remaining capacity of the battery 2 is equal to or less than the predetermined auxiliary driving stop value V _a in step S6 (step S6-NO), the process proceeds to step S3 stops driving operation of the auxiliary power unit 8, and later The process proceeds to step S8.

On the other hand, in step S6, when the remaining capacity of the battery 2 is greater than the predetermined auxiliary driving stop value V _a, the process proceeds to step S7, the detection is pedaling force and the traveling speed detector 37 of the human power detector 36 The auxiliary power drive control is performed by controlling the operation of the motor M of the auxiliary power unit 8 so as to rotate at a rotation speed and torque corresponding to the detected traveling speed, and the process proceeds to step S8.

  Here, as a motor control method in step S7, for example, PWM control can be adopted, and the motor M of the auxiliary power unit 8 shown in FIG. 4E is a brushless motor that operates with a three-phase electric signal. In this case, the rotation state of the motor M is detected by a Hall element or the like, and the operation of the motor is controlled by controlling the ON / OFF period of the switching element included in the I / F circuit 95 according to the rotation state of the motor M. Can be controlled. Moreover, the rotation speed and torque of the motor M can be controlled by changing the duty ratio in the PWM control.

  In step S7, the rotational speed and torque of the motor M may be controlled in accordance with the rider's stepping force detected by the human power driving force detector and the traveling speed detected by the traveling speed detector 37. At this time, depending on the auxiliary mode selected by the auxiliary mode selection switch 72 of the hand controller 26, each mode (for example, “street driving mode” in which the torque is small but high speed driving is possible, but the torque is not fast but exhibits a large torque. Different control may be performed for every “climbing mode” that can be performed.

  In step S8, it is determined whether or not the illumination switch 73 is in the ON state (lighting side). If the lighting switch 73 is in the OFF state (extinguishing side) (step S8-NO), the headlamp 7 is turned off. (Step S9), the process returns to Step S2.

On the other hand, when the illumination switch 73 is in the ON state in step S8 (step S8-YES), the headlamp 7 is turned on (step S10), and the process proceeds to step S11.
In step S11, it is determined whether or not the remaining capacity of the battery 2 detected by the remaining capacity detector 35 is greater than a predetermined lighting regeneration start value V _b (for example, a voltage of 8V). When the remaining capacity is larger than the lighting regeneration start value _Vb (step S11—YES), the process returns to step S2.

On the other hand, in step S11, when the remaining capacity is equal to or less than the lighting regeneration start value _Vb (step S11-NO), the lighting regenerative power generation is performed by controlling the motor M of the auxiliary power unit 8 to regenerate. The battery 2 is charged with the electric power generated by the above and the headlamp 7 is turned on (step S12). In this case also, the process returns to step S2.

  The lighting regenerative power generation performed in step S12 is regenerative power generation performed to light the headlamp 7, and is different from the regenerative power generation during braking performed in step S5. In the lighting regenerative power generation, it is sufficient that the power necessary for lighting the headlamp 7 can be generated. Therefore, the regenerative control performed in the lighting regenerative power generation may be performed according to the required power. For example, when the regenerative control is performed by the PWM control for the brushless motor, the magnitude of the generated electric power can be adjusted by changing the duty ratio of the control signal in the PWM control.

Therefore, for example, as shown in FIG. 5 (a), it is preferable to perform lighting regenerative power generation so as to generate electric power equivalent to that required for lighting the headlamp 7 (power consumption of the headlamp 7). .
Specifically, a correspondence relationship (duty map) between the value of the duty ratio and the magnitude of generated electric power is recorded in advance in the storage area (memory) 40a of the control means 40, and this duty map is referred to in step S12. The duty ratio of the control signal sent to the auxiliary power unit 8 may be changed.

  Note that the correspondence between the duty ratio and the magnitude of the generated electric power may vary depending on factors such as the traveling speed of the battery-assisted bicycle 1 and the pedaling force of the rider. The value detected by various detectors such as the traveling speed detector 37 may be referred to each time during traveling, and the detected value and the electric power currently generated (remaining capacity detector 35). The duty map may be corrected by comparing with the magnitude of the remaining capacity detected by calculating (1).

  And in order to generate | occur | produce the electric power equivalent to what is required in order to light the headlamp 7, the power consumption amount per unit time of the headlamp 7 is previously recorded on the storage area of the control means 40, Duty ratio that generates power corresponding to the recorded power consumption per unit time of the headlamp 7 (or a value obtained by adding this to the power consumed by the circuit such as the operation control unit 40) Is calculated from the duty map, and the auxiliary power unit 8 may be regeneratively controlled according to the result.

When lighting regenerative power generation is performed in this way, when the remaining capacity of the battery 2 decreases during traveling and reaches the lighting regeneration start value V _b (t _b ), the amount consumed by the headlamp 7 is reached. Since the electric power is supplied by lighting regenerative power generation, the headlamp 7 can be continuously lit without lowering the remaining capacity of the battery 2 thereafter. Thereby, the remaining capacity of the battery 2 can be kept at least at the lighting regeneration start value V _b (for example, 8 V) until the traveling is stopped, and the remaining capacity of the battery 2 is recharged when the battery 2 is recharged after the traveling is stopped. Compared to the case where the battery is used up, the time required for recharging can be shortened.

In addition, when the headlamp is kept on in the conventional battery-assisted bicycle (when the control shown by the dotted line in FIG. 5A is performed), the remaining time t _X of the battery is completely lost. Although it is impossible to continue to light the headlamp in after, by employing the method of this embodiment, it is possible to continue to light the headlamp also after the time point t _X.

However, as shown in FIG. 5A, it is necessary to turn on the headlamp 7 by the regeneration control immediately after the remaining capacity of the battery 2 is reduced to the lighting regeneration start value _Vb (t _b ). In the control method for generating electric power equivalent to the minute, as described above, the remaining capacity of the battery 2 can be maintained at the lighting regenerative start value _Vb or more, but since regenerative braking is suddenly applied, smooth running is impeded. The driving comfort may be impaired.

Therefore, for example, as shown in FIG. _5B , immediately after the remaining capacity of the battery 2 decreases to the lighting regeneration start value _Vb (t _b ), the electric power generated by the lighting regenerative power generation is made smaller. Alternatively, a method may be adopted in which control is performed so that a larger amount of electric power is generated by the regenerative power generation as the remaining capacity of the battery 2 decreases. In this method, since the strength of regenerative control is gradually increased, smooth running is not hindered and driving comfort can be maintained.

  Specifically, the duty ratio of the control signal sent to the auxiliary power unit 8 may be changed with reference to the remaining capacity of the battery 2 detected by the remaining capacity detector 35 and the duty map. For example, a relationship table between the remaining capacity and the power, which determines how much remaining capacity of the battery 2 should be generated and how much power should be generated, is recorded in the storage area of the control means 40 in advance, and lighting regeneration control is performed. In this case, the remaining capacity of the battery 2 is first examined, the duty ratio capable of generating the power to be generated at the present time is calculated from the duty map, and the auxiliary power unit 8 is regeneratively controlled according to the result.

In FIG. 5B, it is assumed that the remaining capacity of the battery 2 decreases linearly from (t _b ) when the remaining capacity of the battery 2 decreases to the lighting regeneration start value V _b . Control is performed so that the power generated by regenerative power generation increases linearly as the remaining capacity decreases linearly.

In the case where the remaining capacity of the battery 2 is lowered to some extent so that the output of the battery 2 does not fall below a value necessary for lighting the headlamp 7 (for example, 6V as a voltage). It is necessary to prevent the remaining capacity of the battery 2 from further decreasing. Therefore, in the control shown in FIG. 5B, after the remaining capacity of the battery 2 is reduced to a certain level (V _c ) (after t _c ), it is equivalent to the amount necessary for lighting the headlamp 7. It is controlled to generate power.

When lighting regenerative power generation is performed in this manner, immediately after the remaining capacity of the battery 2 reaches the lighting regeneration start value _Vb , the kinetic energy of the battery-assisted bicycle 1 is not used so much for lighting regenerative power generation. Can continue traveling for a while without being aware of the increase in pedal rotation load associated with the regenerative power generation, and can travel comfortably.

Further, for example, as shown in FIG. 5C, the larger the traveling speed detected by the traveling speed detector 37, the larger the electric power may be generated by the lighting regenerative power generation.
In general, when the traveling speed of the battery-assisted bicycle 1 is high, the rider can maintain the traveling speed with a very weak pedaling force. Therefore, even if the rotational load of the pedal is somewhat increased by regenerative power generation, there is no burden. . On the other hand, in a situation where lighting regenerative power generation must be performed, the remaining capacity of the battery 2 has already decreased considerably, so that as much power as possible is supplemented by regenerative power generation to further reduce the remaining capacity of the battery 2. It is desirable to stop. Therefore, when the traveling speed is high, as much power as possible is generated by the lighting regenerative power generation to the extent that the passenger does not feel a burden.

  Specifically, the duty map is recorded in the storage area (memory) of the control means 40 as a correspondence relationship between the value of the duty ratio, the traveling speed, and the magnitude of the generated electric power. In step S12, the duty map is recorded. The duty ratio of the control signal sent to the auxiliary power unit 8 may be changed with reference to FIG.

  On the other hand, when the traveling speed is low, the rider generally cannot maintain the traveling speed unless he exerts a very strong pedal force. At this time, an increase in the pedal rotation load due to regenerative power generation is a heavy burden on the rider. become. Therefore, in FIG. 5C, when the traveling speed is low, the amount of power generated by the regenerative power generation is controlled to be as small as possible within the limit where the lighting of the headlamp 7 can be maintained.

  When lighting regenerative power generation is performed in this way, when the traveling speed is small, that is, when the pedal rotation load felt by the passenger is large, the power generation amount of the light regenerating power generation is reduced. In other words, it is possible to avoid an excessive burden on the user, and conversely, when the traveling speed is high, a large amount of electric power can be generated, so that the decrease in the remaining capacity of the battery 2 can be efficiently suppressed. Can do.

For example, as shown in FIG. 5 (d), the smaller the human power driving force (stepping force) detected by the human power driving force detector 36, the larger power may be generated by the lighting regenerative power generation.
If the traveling speed of the battery-assisted bicycle 1 can be maintained even when the traveling speed is high or when traveling on a downhill, even if the rider does not exert a large pedaling force, the rotational load of the pedal is somewhat increased by regenerative power generation. Even so, it will not be a burden on the passengers. On the other hand, in a situation where lighting regenerative power generation must be performed, the remaining capacity of the battery 2 has already decreased considerably, so that as much power as possible is supplemented by regenerative power generation to further reduce the remaining capacity of the battery 2. It is desirable to stop. Therefore, when the pedal effort is small, as much power as possible is generated by the lighting regenerative power generation to the extent that the passenger does not feel a burden.

  Specifically, the duty map is recorded in the storage area (memory) of the control means 40 as a correspondence relationship between the value of the duty ratio, the human power driving force, and the magnitude of the generated electric power. What is necessary is just to change the duty ratio of the control signal sent to the auxiliary power unit 8 with reference to the map.

  On the other hand, when the pedaling force is large, there are many situations where the traveling speed cannot be maintained unless a large pedaling force is applied, such as when traveling speed is low or when traveling uphill. An increase in rotational load is a heavy burden on the passenger. Therefore, in FIG. 5 (d), when the pedaling force is large, control is performed so that the amount of power generated by the regenerative power generation is as small as possible within the limit where the lighting of the headlamp 7 can be maintained.

  When lighting regenerative power generation is performed in this way, when the pedal force is large, that is, when the pedal rotation load felt by the rider is large, the power generation amount of the light regenerative power generation is reduced. An excessive burden can be avoided, and conversely, when the pedal effort is small, a large amount of electric power can be generated, so that a reduction in the remaining capacity of the battery 2 can be efficiently suppressed.

  In any of the above cases, even if the remaining capacity of the battery 2 is reduced to the extent that the driving operation of the auxiliary power unit 8 has to be stopped, the headlamp 7 can be used during driving by performing the regenerative power generation. Can continue to light up.

  In the above, the case where the motor M is a brushless motor has been described as a method of drive control and regenerative control. However, even when a brushed motor is used, the configuration of the I / F circuit 95 is devised, and relays and Using a switching element such as an FET to control the direction of the current flowing to the motor, controlling the ON / OFF period of this switching element, or using a switching element that can adjust the amount of current flowing according to the control signal Thus, drive control and regenerative control of the motor M can be performed.

[Second Embodiment]
Incidentally, as a second embodiment, the lighting regeneration starting value V _b and the auxiliary drive stop value V _a of the foregoing may be made the same value (e.g., 12V). In this case, the control may be performed at the foregoing flow chart equivalent to the flow, if the auxiliary driving stop value V _a and the lighting regeneration starting value V _b have the same value, the battery 2 remaining capacity detected once Since it is sufficient to perform only once in the flow, a “battery remaining amount flag” is prepared in the storage area of the operation control unit 40 itself, and control is performed according to the flowchart shown in FIG. May be. In general, than receive detection results of other devices, better reading flags set in its own storage area, so enabling high-speed processing, by performing the control as described below, the lighting and auxiliary driving stop value V _a The operation can be performed faster than when the regeneration start value _Vb is different.

In addition, if the stop time (t _a ) of the driving operation of the auxiliary power unit 8 and the start time (t _b ) of the lighting regenerative power generation are made to coincide with each other in this way, the remaining capacity of the battery 2 is not extremely reduced. Since regenerative charging is started from the state, there is no burden on the battery 2 that shortens the service life.

Hereinafter, a second embodiment of the present invention will be described with reference to FIGS.
The battery-assisted bicycle 1 according to the second embodiment has the same configuration as the battery-assisted bicycle 1 according to the first embodiment except for the parts (flow charts, duty maps, etc.) according to FIGS. ing.

First, the rider gets on the battery-assisted bicycle 1 and the rider steps on the pedal 31 to rotate the crank 32 to start running (step S21 in FIG. 7).
During traveling, when the auxiliary drive operation switch 71 is ON (operation permission side) and at least one of the brake levers 24L and 24R is operated and the brake switch 24a is in the ON state (step S22-YES). Then, regenerative power generation is performed (step S23), and the process proceeds to step S29 described later.

On the other hand, in step S22, when the auxiliary drive operation switch 71 is OFF (operation prohibited side) or when the brake levers 24L and 24R are not operated and the brake switch 24a is OFF (step S22-NO), the remaining capacity detector. It is determined whether or not the remaining capacity of the battery 2 detected by 35 is larger than _a predetermined auxiliary drive stop value V _a (for example, 12 V) (step S24).

When the remaining capacity of the battery 2 is equal to or less than _a predetermined lighting regeneration start value Va (step S24-NO), the driving operation of the auxiliary power unit 8 is stopped and further stored in the storage area (memory) of the operation control unit 40. The prepared “remaining battery level flag” is set to “0” (step S25), and the process proceeds to step S29 described later.

On the other hand, if the remaining capacity of the battery 2 is greater than the predetermined lighting regeneration start value _Vb in step S24, the “remaining battery flag” is set to “1” (step S26), and the process proceeds to step S27. .

  In step S27, it is determined whether or not the auxiliary drive operation switch 71 is ON. If it is OFF (step S27-NO), the process directly proceeds to step S29 described later.

  In step S27, when the auxiliary drive operation switch 71 is ON (step S27-YES), the process proceeds to step S28, and the pedaling force detected by the human power driving force detector 36 and the traveling speed detected by the traveling speed detector 37 are detected. The auxiliary power drive control is performed by controlling the operation of the motor M of the auxiliary power unit 8 so as to rotate at a rotation speed and torque corresponding to the speed, and the process proceeds to step S29.

  In step S29, it is determined whether or not the illumination switch 73 is in the ON state (lighting side). If the lighting switch 73 is in the OFF state (lighting side) (step S29-NO), the headlamp 7 is turned off (step S29). S30), the process returns to step S22.

  On the other hand, when the illumination switch 73 is in the ON state in step S29 (step S29-YES), the headlamp 7 is turned on (step S31), and the process proceeds to step S32.

  In step S32, it is determined whether or not the “remaining battery flag” is “0”. If it is not “0”, that is, “1” (step S32—NO), the process returns to step S2.

  On the other hand, when the “battery remaining amount flag” is “0” in step S32 (step S32—YES), the regenerative control is performed on the motor M of the auxiliary power unit 8 to perform regenerative power generation. The battery 2 is charged with the electric power generated by the regenerative power generation and the headlamp 7 is turned on (step S33). In this case also, the process returns to step S2.

  Even in this case, the headlamp 7 can be kept lit during traveling by performing the regenerative power generation. Also in this case, the lighting regenerative power generation performed in step S33 may be performed according to the required power, the detected traveling speed and the pedaling force, as shown in FIG.

  As described above, by using the present invention, it is possible to realize the lighting of the headlamp for a long time after the battery remaining amount is reduced, which could not be realized with a conventional battery-assisted bicycle.

5, 8, and 9 show the lighting state of the headlamp at each time point. As shown in FIG. 9, in the conventional control method, was not able to continue lighting of the headlights also be what is after the timing t _X, according to the present invention, FIG. 5 and 8 as shown, it can also continue lighting of the headlights in the subsequent time point t _X.

  In the above embodiment, the operation of the operation control unit 40 has been described in the form of sequentially executing each step according to the flowchart. However, continuous operation such as reception of detection values from each sensor unit and motor drive control is performed. Each process that needs to be performed in parallel is performed in parallel. When a predetermined condition is satisfied, such as when the remaining capacity of the battery 2 is reduced or when each switch is operated, another process (such as the auxiliary power unit 8) It is also possible to shift to a drive start / stop process, a lighting / extinguishing process of the headlamp 7, and the like.

  Further, in the above embodiment, the headlamp 7 is turned on / off according to the operation of the illumination switch 73. However, the headlamp 7 is provided with an illuminance sensor so as to correspond to the brightness around the battery-assisted bicycle 1. May be turned on / off.

  Further, in the above embodiment, the battery-assisted bicycle 1 in which the lighting means for turning on the battery 2 as the power source is only the headlamp 7 has been described. However, the present invention is not limited to this. For example, a taillight is used instead of the rear reflector 9. When the tail lamp is turned on using the battery 2 as a power source, if the remaining capacity of the battery 2 decreases, not only the headlamp but also the power consumed by the tail lamp may be covered by the lighting regenerative power generation. The present invention can be similarly applied to a power-assisted bicycle having a vehicle width lamp or other lights.

INDUSTRIAL APPLICABILITY The present invention can be widely used for all battery-assisted bicycles having illumination means such as headlamps, tail lamps, vehicle width lamps, and other lights.
In addition, the regenerative control according to the present invention can be widely used for all devices such as a moving body having an electric motor, a power storage unit, and an illumination unit.

1 is a side view showing an overall configuration of a battery-assisted bicycle according to a first embodiment of the present invention. The handle part of the battery-assisted bicycle is illustrated, (a) is a plan view showing the entire handle part, (b) is a rear view showing an enlarged left brake lever, and (c) is a hand control device. Enlarged plan view Side view showing the periphery of the crank pedal part of the battery-assisted bicycle The connection between the main components of the battery-assisted bicycle is illustrated, (a) is a diagram showing the electrical connection relationship between the operation control unit and other units, and (b) is the electrical connection around the battery. (C) is a diagram showing the electrical connection relationship around the handle, (d) is a diagram showing the electrical connection relationship around the headlamp, and (e) is around the auxiliary power unit. Of electrical connection It is a figure which shows the relationship between the remaining capacity of a battery when lighting regenerative power generation is performed in the battery-assisted bicycle and the amount of lighting regenerative power generation and the passage of time, and (a) is when regenerative power generation equivalent to power consumption is performed. Fig., (B) is a diagram when the control is performed according to the remaining capacity, (c) is a diagram when the control is performed according to the traveling speed, and (d) is when the control according to the pedaling force is performed. Figure of An example of a flowchart showing the operation of the operation control unit of the battery-assisted bicycle Another example of the flowchart showing the operation of the operation control unit of the battery-assisted bicycle according to the second embodiment of the present invention It is a figure which shows the relationship between the remaining capacity of a battery and lighting regenerative power generation amount, and time passage in the battery-assisted bicycle according to the second embodiment of the present invention, and (a) performs regenerative power generation equivalent to power consumption. (B) is a diagram in the case of performing control according to the remaining capacity, (c) is a diagram in the case of performing control according to the running speed, and (d) is in accordance with the pedaling force. Figure of when It is a figure which shows the relationship between the remaining capacity of a battery in the battery-assisted bicycle according to the prior art and the amount of lighting regenerative power generation and the passage of time, and (a) shows the case where the headlamp is turned off when it decreases to a predetermined remaining capacity. Figure, (b) is a figure when the headlamp is kept on

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Electric auxiliary bicycle 2 Battery 4A Front wheel 4B Rear wheel 7 Headlight 8 Auxiliary power part 10 Body frame 20 Handle part 24L, 24R Brake lever 26 Hand operating device 30 Crank pedal part 35 Remaining capacity detector 36 Human power drive force detector 37 Traveling speed detector 40 Operation control unit 71 Auxiliary drive operation switch 72 Auxiliary mode selection switch 73 Lighting switch

Claims (4)

An electrically assisted bicycle capable of traveling while assisting the driving force by human power with the driving force of the electric motor,
An electric motor driven by the power storage means as a power source;
Illumination means that can be turned on using the power storage means as a power source;
Lighting setting means for setting on or off of the lighting means;
A remaining capacity detecting means for detecting a remaining capacity of the power storage means;
Operation control means for controlling the operation of the electric motor and the illumination means;
Have
The operation control means includes
When the remaining capacity of the power storage means detected by the remaining capacity detection means is equal to or less than a predetermined auxiliary drive stop value, the drive operation of the motor is stopped,
When the remaining capacity of the power storage means detected by the remaining capacity detection means is less than or equal to a predetermined lighting regeneration start value that is less than or equal to the auxiliary drive stop value and the illumination setting means is set to the lighting side , Performing regenerative control of the electric motor to perform regenerative power generation different from regenerative power generation at the time of brake operation , lighting the illumination means by the electric power generated by the regenerative power generation ,
The regenerative control of the motor performed by the operation control means at the time of lighting regenerative power generation,
In the state where the remaining capacity has decreased and reached the lighting start value, at first, control is performed so as to generate a regenerative power generation amount smaller than that necessary for lighting the lighting means,
Thereafter, the regenerative power generation amount is gradually increased so that a larger amount of electric power is generated as the remaining capacity is reduced . The battery-assisted bicycle according to claim 1, wherein the auxiliary drive stop value and the lighting regeneration start value are the same value. Having travel speed detection means for detecting travel speed,
The regenerative control of the electric motor performed by the operation control unit at the time of lighting regenerative power generation is performed so as to generate larger electric power as the traveling speed detected by the traveling speed detection unit is larger. The battery-assisted bicycle according to 1 or 2 . It has human power driving force detection means for detecting driving force by human power,
The regenerative control of the electric motor performed by the operation control unit at the time of lighting regenerative power generation is performed so as to generate larger electric power as the human driving force detected by the human driving force detection unit is smaller. The battery-assisted bicycle according to any one of claims 1 to 3 .

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