KR101839921B1 - Power assistive drive system and method based on crank stiffness - Google Patents

Abstract

A control unit for determining a voltage or a current value required for power assist based on the measured value of the measuring unit based on the rigidity of the crank, A crank stiffness-based power assisted drive system including a motor section for providing power to the crankshaft and a power section for supplying electric power to components other than the crank stiffness generator, thereby accurately predicting the intention of the passenger to drive the motor, , It is possible to improve ride comfort and energy efficiency.

Description

Technical Field [0001] The present invention relates to a power assisted drive system and method based on crank stiffness,

Embodiments relate to a crank stiffness-based power assisted drive system and method, and more particularly to a crank stiffness based power system for an electric bicycle that drives a motor by accurately predicting a driver's intention by driving the motor in proportion to the stiffness of a crank interacting with a person And an auxiliary drive system and method.

Generally, a bicycle is a two-wheeled vehicle that rotates a wheel through a crank-pedal mechanism when human power acts on the pedal, and is widely used for traffic, exercise, and leisure. Recently, bicycle activation policy has been promoted nationwide in order to reduce carbon emissions, which is the cause of global warming. Therefore, the amount of bicycle usage is rapidly increasing as a commuting route as well as exercise and leisure activities.

These bicycles are able to travel to the destination in a short period of time while consuming less energy than traveling in the same distance as the user, so that the elderly can use the bicycle without any problems, but when there are many ramps, And if the distance to the destination is too long, the user must consume too much of his / her physical strength, resulting in a problem of harming the user's health.

Electric bicycles, which have been used to solve these problems, are equipped with a DC motor, such as a wheel hub of a general bicycle, and assist the power of the bicycle, thereby enabling a comfortable driving on flat and uphill roads.

The driver of a typical electric bicycle can selectively control the power assist degree of the DC motor provided before the armature by using two methods, throttle mode and PAS (Pedal Assist System) mode.

The throttle mode is similar to the throttle lever used in a normal motorcycle. It is attached to the handlebars on the right side of the electric bicycle and mounted on the handlebars on the right side of the electric bicycle through pulling and releasing actions. Speed, that is, mounted on an electric bicycle, serves to vary the torque value of a DC motor that functions as an auxiliary power source.

In the PAS mode, the electric bicycle driver controls the output of the motor through the pedaling operation and controls the magnitude of the torque with respect to the power assist of the DC motor provided in the electric bicycle through the speed sensor that detects the rotation of the crankshaft during the pedaling .

A speed sensor using a Hall effect is generally mounted on the crankshaft of an electric bicycle and detects the rotation of the crankshaft by a voltage generated by the Hall effect when an electric bicycle operator sits on the pedal.

A power assist device based on a speed sensor used in a conventional electric bicycle is an on-off method for detecting whether or not an operation of the pedal is being operated by the driver. When the voltage is detected by the speed sensor, the torque value for the direct- Set to assist power.

However, since the conventional electric bicycle assists the power in proportion to the RPM of the crankshaft measured from the hall sensor, the power of the motor is rapidly reduced at low speeds. However, there is a problem that large power assistance is not possible when a large power is required at low speeds.

As an alternative to the problem of the speed sensor method, there is a torque sensor method.

The torque sensor system is a mechanical method for measuring distortion of a disk or a spring that occurs during pedaling, and has problems of high mounting cost and difficulty in mounting on a conventional electric bicycle. In the speed sensor system, There is a need for an effective solution that can be controlled.

Patent Document 1 proposes a torque control apparatus for an electric bicycle capable of variably controlling the torque of a motor in accordance with an analog output signal of a speed sensor. According to Patent Document 1, since the output control of the motor is performed in proportion to the pedaling speed, However, since a digital type speed sensor composed of a dual hall sensor outputs a digital pulse signal, there is a problem that it is difficult to use a digital type speed sensor in the method of Patent Document 1 in which an analog signal is inputted and used.

In addition, since the output of the motor is controlled in proportion to the pedaling speed, it is necessary to increase the pedaling speed because the electric bicycle driver does not want the electric bicycle to travel at a high speed. It is difficult to predict the accurate pedaling pressure points, .

Korean Patent Publication No. 10-2014-0142117.

The embodiment aims at increasing the driving energy efficiency of the electric bicycle, lowering the pedaling feeling, and improving ride comfort by driving the motor of the electric bicycle in proportion to the rigidity of the crank that interacts with the person.

The problems to be solved by the present invention are not limited to the above-mentioned problems, and other problems not mentioned here can be understood by those skilled in the art from the following description.

According to an embodiment of the present invention, there is provided a crank angle sensor comprising: a measuring unit for measuring a torque and an angle of a crank; A controller for determining a voltage or a current value required for power assisting based on the measured value of the measuring unit based on the rigidity of the crank; A motor unit to which the voltage or current is applied to provide a driving force; And a power supply unit for supplying power to components other than the power supply unit itself.

The measurement section may be characterized in that at least one of a crank torque sensor, a pedal force sensor, and a pressure sensor is used.

The crank torque sensor may be mounted on the frame or the crank.

When the crank torque sensor is installed in the frame, the crank torque sensor may be installed at one of the portions adjacent to the crank while the crank rotates.

The voltage or current value set by the control unit is proportional to a variation amount of the crank torque and is inversely proportional to a change amount of the crank angle or a rotation speed of the crank.

And a storage unit for storing the torque of the crank according to the angle of the crane.

Yet another embodiment of the present invention is a crank stiffness based power assisted drive method comprising: a measurement preparation step of initializing a sensor to prepare a measurement; An operation detecting step of detecting whether or not the auxiliary driving method is operated; Obtaining an output value from the sensor; A crank stiffness calculating step of calculating the crank stiffness from the output value; Determining a voltage or current to be applied to the motor so as to be proportional to the crank rigidity; And applying the determined voltage or current to the motor.

And the calculating step may calculate the absolute value of the crank stiffness.

는 상기

에 따라서 변화하는 것을 특징으로 할 수 있다.remind

Quot;

In accordance with the present invention.

In the operation sensing step, it is determined whether or not the auxiliary driving method is operated. When the operation is not performed, the operation returns to the measurement preparation step. When the crank starts rotating, . ≪ / RTI >

Wherein the sensor measures the torque of the crank using at least one of a crank torque sensor, a pedal force sensor, and a pressure sensor, simultaneously measures the crank angle from the encoder or the tilt sensor, and outputs both measured values together have.

According to the embodiment, it is possible to accurately predict the intention of the occupant, to drive the motor, to reduce the pedaling feeling, and to improve ride comfort and energy efficiency.

In addition, there is an advantage in that energy efficiency is increased while achieving the same output and weight is reduced while minimizing the sense of heterogeneity of the pedaling.

The various and advantageous advantages and effects of the present invention are not limited to the above description, and can be more easily understood in the course of describing a specific embodiment of the present invention.

1 is a configuration diagram showing the configuration of a crank stiffness-based power assisted drive system,
2 is a graph showing a consumption amount of total power according to a crank angle in a conventional power assist system,
3 is a graph showing the consumption of total power according to the crank angle when the embodiment of the present invention is applied,
4 is a flowchart illustrating a process flow of a power assisted drive method based on crank stiffness according to an embodiment of the present invention,
Fig. 5 is a flowchart showing the procedure of Fig.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It should be understood, however, that the embodiments of the present invention are not intended to be limited to the specific embodiments but include all modifications, equivalents, and alternatives falling within the spirit and scope of the embodiments.

Terms including ordinals, such as first, second, etc., may be used to describe various elements, but the elements are not limited to these terms. The terms are used only for the purpose of distinguishing one component from another. For example, without departing from the scope of the embodiments, the second component may be referred to as a first component, and similarly, the first component may also be referred to as a second component. And / or < / RTI > includes any combination of a plurality of related listed items or any of a plurality of related listed items.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the embodiments of the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In the present application, the terms "comprises" or "having" and the like are used to specify that there is a feature, a number, a step, an operation, an element, a component or a combination thereof described in the specification, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

In the description of the embodiments, in the case where one element is described as being formed "on or under" another element, the upper (upper) or lower (lower) or under are all such that two elements are in direct contact with each other or one or more other elements are indirectly formed between the two elements. Also, when expressed as "on or under", it may include not only an upward direction but also a downward direction with respect to one element.

Furthermore, in the specification of the present invention, the terms "part", "unit", "module", "device" and the like mean a unit capable of handling one or more functions or operations, Or software, or a combination of hardware and software.

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings, wherein like or corresponding elements are denoted by the same reference numerals, and redundant description thereof will be omitted.

1 to 3 illustrate only the main feature parts in order to conceptually clearly understand the present invention, and as a result various variations of the illustrations are expected, and the scope of the present invention is limited by the specific shapes shown in the drawings It does not need to be.

1 is a block diagram showing a configuration of a crank stiffness-based power assisted drive system.

1, a crank stiffness-based power assisted drive system 100 includes a control unit 10, a motor unit 20, a storage unit 30, a measurement unit 40, and a power source unit 50 ).

The control unit 10 controls driving of the entire power assisted drive system 100 based on the crank stiffness. The controller 30 controls the motor unit 20, the storage unit 30, and the measurement unit 40, which are components of the present invention. The control unit 10 controls the measuring unit 40 to initialize the measuring unit 40 or to receive measured values measured by the measuring unit 40 and to measure the timing of occurrence of the power assisted driving system based on the measured values, If power assistance occurs, calculate the voltage or current required for power assistance and determine the calculated voltage or current based on crank stiffness and apply it to the motor.

The control unit 10 may also be implemented in the form of a conventional microprocessor.

When the crank stiffness-based power assisted drive system 100 is embodied as an electric bicycle, the control unit 10 adjusts the crank stiffness-based power assist according to the body size of the occupant and the driving situation to reduce sudden changes in the torque applied to the crank The required voltage or current can be determined. The driving condition may be determined in consideration of the degree of inclination of the road and the current degree of acceleration. In order to consider such a running situation, a control variable according to the driving situation may be stored in the storage unit 30. The control unit 10 may use a control variable stored in the storage unit 30 to calculate a voltage or a current Can be determined.

The motor unit 20 may provide the driving force for driving the crank stiffness-based power assisted drive system by the voltage or current applied to the power assist generation timing under the control of the control unit 10. [ The use of the encoder of the motor unit 20 is a well-known part, although the encoder unit may be provided in the motor unit 20, but the encoder unit of the motor unit 20 is not related to the configuration of the present invention , But I will not explain it.

The storage unit 30 serves to store the torque of the crank according to the angle of the crank obtained by the measuring unit 40. The angle and the torque of the stored crank can be referred to by the control unit 10. [

The storage unit 30 may store the appropriate range or optimal value of the crank torque according to the angle of the crank in the form of a lookup table and may be implemented so that the control unit 10 can refer to the crank torque as needed.

In one embodiment, when the crank rotates, the storage unit 30 may store the crank torque according to the angle of the crank measured from the measuring unit 40 in the storage table. At this time, since the crank rotates repeatedly, the crank torque according to the crank angle can be continuously updated, and the controller 10 can use the information continuously updated.

In addition, in a preferred embodiment of the present invention, the storage unit 30 may be integrated into the control unit 10 and implemented.

The measuring unit 40 measures the operation state of the crank provided in the hybrid system.

The measuring unit 40 may measure various variables that can determine the rotation state of the crank, and various measuring apparatuses for measuring the variable may be used. In one embodiment, the measuring section 40 can measure the angle of the crank and the torque of the crank. The measuring unit 40 may be provided to measure the angle and the torque of the crank, respectively, or together. The measuring section 40 may use at least one of an encoder, a crank torque sensor, a pedal force sensor, or a pressure sensor to measure the crank angle and the torque.

When a crank torque sensor is used, the crank torque sensor can be installed in the frame or crank of the hybrid system. In one embodiment, when the crank torque sensor is mounted on the frame, the crank may be installed at one of the portions adjacent to the crank while the crank rotates. This is provided inside the turning radius of the crank to improve the accuracy of the measured value of the torque.

The power supply unit 50 may provide power to components other than itself. The power supply unit 50 supplies power to the control unit 10, the motor unit 20 and the measurement unit 40. If the storage unit 30 is not integrated in the control unit 10 but is implemented separately, (30).

Although the control unit 10 does not send a control signal to the power supply unit 50 in FIG. 1, the control unit 10 sends a control signal to the power supply unit 50 to control power supplied to the respective units. .

1, lines that do not have arrows at one end are power lines, lines for supplying power generated by the power source unit 50 to each unit, and lines with arrows at one end A line indicating the direction of transmission of the control signal or the direction of transmission of data indicates that a signal or data is transferred from a component connected to an end of the line to an end not having an arrow.

In the description of the present invention, the crank stiffness-based power assist system is applied to a bicycle as an example, but the crank stiffness-based power assist system of the present invention can be applied only to a bicycle It is to be understood that the present invention is not limited thereto and that the bicycle is merely an example of a bicycle which can be easily understood by anyone including a person having ordinary skill in the art to which the present invention belongs.

When the crank stiffness-based power assist system of the present invention is applied to a wheelchair, the crank may be replaced with a rotary shaft, and the pedal may be replaced with a rim in the description of the embodiment applied to the bicycle.

Also, in the case where the crank stiffness-based power assist system of the present invention is applied to a device other than a bicycle or a wheelchair, the parts described as the crank or the pedal in the description of the embodiment of the present invention may be applied to a crank or a pedal It will be understood that it is replaced with the name of the corresponding component.

Referring to FIG. 1, the detailed operation of the crank stiffness-based power assisted drive system will be described below.

The crank stiffness-based power assisted drive system measures the operating state of the crank by the measuring unit 40, and the control unit 10 determines the voltage or current necessary for the power assisted drive based on the measured value of the measuring unit 40 And drives the motor unit 20.

The value of the voltage or current determined in the control unit 10 is determined based on the rigidity of the crank. In one embodiment, the voltage or current value is proportional to the amount of change in the crank torque, and can be determined to be inversely proportional to the amount of change in the crank angle or the rotational speed of the crank.

는 현재 크랭크 각도

에서의 크랭크 강성을 뜻한다.only,

The current crank angle

And the crank stiffness at.

는 모터에 인가될 전압 또는 전류,(In the above formula (1)

Is a voltage or current to be applied to the motor,

는 비례상수로서, 토크의 급격한 변화를 줄이기 위하여 설정되는 값(주행시 변화가능),

Is a proportional constant, which is a value set to reduce a sudden change in torque (variable in running),

는 크랭크의 강성으로서,

이며,

Is the rigidity of the crank,

Lt;

는 단위시간당 크랭크 토크 변화량,

Is the change amount of the crank torque per unit time,

는 단위시간당 크랭크 각도 변화량이다.)

Is the crank angle change per unit time.)

According to Equation (1), the controller 10 determines the voltage or current value based on the rigidity acting on the crank. The supply power is determined based on the absolute value of the stiffness to supply the voltage or current only when the crank advances as shown in Equation (1).

In another embodiment, the control unit 10 may determine the voltage or current value for the power assist by the following equation (2).

는 현재 크랭크 각도

에서의 크랭크 강성을 뜻한다.only,

The current crank angle

And the crank stiffness at.

는 모터에 인가될 전압 또는 전류,(2)

Is a voltage or current to be applied to the motor,

는 비례상수로서, 토크의 급격한 변화를 줄이기 위하여 설정되는 값(주행시 변화가능),

Is a proportional constant, which is a value set to reduce a sudden change in torque (variable in running),

는 크랭크의 강성으로서,

이며,

Is the rigidity of the crank,

Lt;

는 위상 지연 각도로서, 구동에 소비되는 에너지를 줄이기 위한 변수(주행시 변화가능),

Is a phase delay angle, which is a variable for reducing energy consumed in driving (variable in running)

는 단위시간당 크랭크 토크 변화량,

Is the change amount of the crank torque per unit time,

는 단위시간당 크랭크 각도 변화량이다.)

Is the crank angle change per unit time.)

In Equation (2), the value of the voltage or current to be applied to the motor is determined in consideration of the phase delay angle with respect to the stiffness value determined by the controller 10. The control unit 10 can grasp the driver's will by virtue of the rigidity of the crank, assist the power at an appropriate time by using the phase delay angle, reduce the unpleasant feeling, and remove unnecessary force for driving to increase energy efficiency.

The k value used in the equations (1) and (2) may vary according to the torque change amount of the crank. In one embodiment, when the amount of change in torque has a positive amount of change, it is determined that the driver's intention to drive is high and the value of k can be increased. When the amount of change in torque has a negative amount of change, The value can be reduced.

Also, the value k is a proportional constant, which is set to reduce a sudden change in torque, and can be changed in accordance with a change in a running state.

FIG. 2 is a graph showing total consumption of power according to a crank angle in a conventional power assist system, and FIG. 3 is a graph showing total consumption of power according to a crank angle when the embodiment of the present invention is applied. 2 and 3 were experimented under the condition of the same load and traveling speed, and the crank stiffness-based power assisted drive system is typically applicable to electric bicycles.

FIG. 2 shows that the conventional power assist system assists the power using a general PAS (Pedal Assist System) mode, and that the driving of the pedal and the power assist of the motor occur at the same cycle.

FIG. 3 shows a case where the crank stiffness-based power assisted drive system, which is an embodiment of the present invention, is applied, and there is a difference in the phase where the driving of the motor and the driving of the pedal show the peak value, and the phase shift appears at a certain angle .

In addition, in FIG. 3, the power assisted drive system does not operate continuously but the power assist power decreases at a certain point (before reaching the maximum value) by assisting the power at the time when the passenger generates the power through the pedaling can confirm.

Comparing FIG. 2 and FIG. 3, it can be seen that in the case of PAS, the average power is 136.8 W, but in the embodiment of the present invention, the average power is 114 W, which means that the total required power decreases can confirm. It can be seen that the energy efficiency is increased by reducing the unnecessary consumption energy caused by the heterogeneity between the passenger and the pedal for transmitting the power.

Hereinafter, a crank stiffness-based power assisted driving method according to another embodiment of the present invention will be described with reference to the accompanying drawings. However, the description of the same things as those described in the crank stiffness-based power assisted drive system according to the embodiment of the present invention will be omitted.

4 is a flowchart showing a process flow of a crank stiffness based power assisted drive method according to an embodiment of the present invention, and Fig. 5 is a flowchart showing a process sequence of a crank stiffness based power assisted drive method. 4 to 5, the same reference numerals as in Figs. 1 to 3 denote the same members, and a detailed description thereof will be omitted.

Referring to FIG. 4, the flow of a rough process of the crank stiffness-based power assisted driving method according to another embodiment of the present invention can be divided into six stages of F000 to F500.

Hereinafter, six steps of F000 to F500 will be described step by step. The present invention will be described based on an electric bicycle, which is a representative embodiment as described above.

In step F000, a crank stiffness-based pedal auxiliary driving method according to the present invention is started. When a person rides on the electric bicycle according to the present invention, the pedal input of the occupant, that is, the pedaling is awaited.

In step F100, when the crank starts to be rotated by the pedaling of the person riding the electric bicycle according to the present invention, the sensor (s) starts measuring and starts to output the measured value.

In step F200, the torque and angle of the crank are obtained from the output of the crank torque sensor.

In step F300, the crank torque change amount per unit time, which is obtained from the crank torque and the crank angle value acquired in step F200, is divided by the crank angle change amount per unit time, and the absolute value thereof is obtained to obtain the crank stiffness.

In step F400, the voltage or current to be applied to the motor is determined by multiplying the crank stiffness obtained in step F300 by a proportional constant k at a later crank angle position by a phase delay angle? That is, the signal of the motor applied at the present crank angle is actually a value obtained by multiplying the crank stiffness obtained from the crank angle by the gain k.

In step F500, a voltage or current to be applied to the motor, which is determined in step F400, is applied to the motor.

The crank stiffness-based pedal auxiliary driving method of the electric bicycle according to the present invention is characterized in that after the voltage or current is applied to the motor through the above procedure, the process returns to step F100. During the pedaling of the passenger, By repeating steps F500, the motor of the electric bicycle is driven by reflecting the crank stiffness change.

5 is a flowchart showing the processing sequence of the crank stiffness-based power assisted drive method.

FIG. 5 is a flowchart showing the process flow of FIG. 1 so as to reflect a case where the occupant arbitrarily turns on / off the crank stiffness based pedal assisted driving method.

Referring to FIG. 2, a process of a crank stiffness-based pedal auxiliary driving method of an electric bicycle according to a preferred embodiment of the present invention will be described below.

Hereinafter, the six steps S000 to S500 will be described step by step.

In step S000, a crank stiffness-based pedal auxiliary driving method according to the present invention is started. When a person rides on an electric bicycle according to the present invention, the output value of the sensor (s) is automatically initialized, Waiting, that is, waiting for the pedaling.

In step S100, it is determined whether the person riding the electric bicycle according to the present invention operates the crank stiffness-based pedal assist driving method. If not, the process returns to step S000. If the crank stiffness based pedal assist driving method is operated, , The sensor (s) initiates the measurement and outputs the measured value.

In step S200, the torque and the angle of the crank are obtained from the output of the sensor installed on the frame or the crank of the electric bicycle according to the present invention.

In one embodiment, the sensor may use at least one of a crank torque sensor, a pedal force sensor, or a pressure sensor to measure the torque of the crank, simultaneously measure the crank angle from the encoder or tilt sensor, have.

In step S300, the crank torque change amount per unit time, which is obtained from the crank torque and the crank angle value acquired in step S200, is divided by the crank angle change amount per unit time, and the absolute value thereof is obtained to obtain the crank stiffness.

In step S400, the crank stiffness obtained in step S300 is multiplied by a proportional constant k at a crank angle position after the given phase angle with a phase delay angle &phgr; to determine a voltage or current to be applied to the motor. Is expressed.

In order to eliminate the phase delay in step S400, a calculation process as shown in the following equation 1 may be used.

In step S500, a voltage or current to be applied to the motor, which is determined in step S400, is applied to the motor.

[Equation 1]

는 현재 크랭크 각도

에서의 크랭크 강성을 뜻한다.only,

The current crank angle

And the crank stiffness at.

는 모터에 인가될 전압 또는 전류를 나타내며,

는 비례상수로서, 토크의 급격한 변화를 줄이기 위하여 설정되는 값(주행시 변화가능)이고,

는 크랭크의 강성으로서,

이며,

는 단위시간당 크랭크 토크 변화량,

는 단위시간당 크랭크 각도 변화량을 나타낸다.In Equation (1)

Represents the voltage or current to be applied to the motor,

Is a proportional constant, which is a value set for reducing a sudden change in torque (variable in running)

Is the rigidity of the crank,

Lt;

Is the change amount of the crank torque per unit time,

Represents the amount of change in crank angle per unit time.

According to Equation (1), the controller 10 determines the voltage or current value based on the rigidity acting on the crank. The supply power is determined based on the absolute value of the stiffness so as to supply the voltage or the current only when the crank advances as shown in Equation (1).

In another embodiment, the control unit 10 may determine the voltage or current value for the power assist by the following equation (2).

&Quot; (2) "

는 현재 크랭크 각도

에서의 크랭크 강성을 뜻한다.only,

The current crank angle

And the crank stiffness at.

는 모터에 인가될 전압 또는 전류를 나타내며,

는 비례상수로서, 토크의 급격한 변화를 줄이기 위하여 설정되는 값(주행시 변화가능)이고,

는 크랭크의 강성으로서,

이며,

는 위상 지연 각도로서, 구동에 소비되는 에너지를 줄이기 위한 변수(주행시 변화가능),

는 단위시간당 크랭크 토크 변화량,

는 단위시간당 크랭크 각도 변화량을 나타낸다.In Equation (2)

Represents the voltage or current to be applied to the motor,

Is a proportional constant, which is a value set for reducing a sudden change in torque (variable in running)

Is the rigidity of the crank,

Lt;

Is a phase delay angle, which is a variable for reducing energy consumed in driving (variable in running)

Is the change amount of the crank torque per unit time,

Represents the amount of change in crank angle per unit time.

The embodiments of the present invention have been described in detail with reference to the accompanying drawings.

It will be apparent to those skilled in the art that various modifications, substitutions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims. will be. Therefore, the embodiments disclosed in the present invention and the accompanying drawings are intended to illustrate and not to limit the technical spirit of the present invention, and the scope of the technical idea of the present invention is not limited by these embodiments and the accompanying drawings . The scope of protection of the present invention should be construed according to the following claims, and all technical ideas within the scope of equivalents should be construed as falling within the scope of the present invention.

10:
20:
30:
40:
50:
100: Crank stiffness-based power assisted drive system

Claims (15)

A measuring unit for measuring a torque and an angle of the crank;
A controller for determining a voltage or a current value required for power assisting based on the measured value of the measuring unit based on the rigidity of the crank;
A motor unit to which the voltage or current is applied to provide a driving force; And
A power supply for supplying electric power to components other than itself;
/ RTI >
Wherein the stiffness of the crank is determined by the following equation (1).
[Equation 1]

only,

The current crank angle

And the crank stiffness at.
(In the above formula (1)

Is a voltage or current to be applied to the motor,

Is a proportional constant, which is a value set to reduce a sudden change in torque (variable in running),

Is the rigidity of the crank,

Lt;

Is the change amount of the crank torque per unit time,

Is the crank angle change per unit time.) The method according to claim 1,
Wherein the measuring section uses at least one of a crank torque sensor, a pedal force sensor, and a pressure sensor. 3. The method of claim 2,
Wherein the crank torque sensor is mounted on the frame or the crank. The method of claim 3,
When the crank torque sensor is installed in the frame,
Wherein the crank torque sensor is installed at one of the portions adjacent to the crank during rotation of the crank. delete The method according to claim 1,
A crank angle sensor for detecting a crank angle of the crankshaft,
Further comprising a crank stiffness based power assisted drive system. delete A measuring unit for measuring a torque and an angle of the crank;
A controller for determining a voltage or a current value required for power assisting based on the measured value of the measuring unit based on the rigidity of the crank;
A motor unit to which the voltage or current is applied to provide a driving force; And
A power supply for supplying electric power to components other than itself;
/ RTI >
Wherein the crank stiffness is determined by the following equation (2).
&Quot; (2) "

only,

The current crank angle

And the crank stiffness at.
(2)

Is a voltage or current to be applied to the motor,

Is a proportional constant, which is a value set to reduce a sudden change in torque (variable in running),

Is the rigidity of the crank,

Lt;

Is a phase delay angle, which is a variable for reducing energy consumed in driving (variable in running)

Is the change amount of the crank torque per unit time,

Is the crank angle change per unit time.) A crank stiffness-based power assisted drive method,
A measurement preparation step of initializing the sensor and preparing measurement;
An operation detecting step of detecting whether or not the auxiliary driving method is operated;
Obtaining an output value from the sensor;
A crank stiffness calculating step of calculating the crank stiffness from the output value;
Determining a voltage or current to be applied to the motor so as to be proportional to the crank rigidity;
Applying the determined voltage or current to a motor;
/ RTI >
Wherein the crank rigidity calculation step and the voltage or current determination step determine the crank rigidity and the voltage or current to be applied to the motor through the following equation (1).
[Equation 1]

only,

The current crank angle

And the crank stiffness at.
(In the above formula (1)

Is a voltage or current to be applied to the motor,

Is a proportional constant, which is a value set to reduce a sudden change in torque (variable in running),

Is the rigidity of the crank,

Lt;

Is the change amount of the crank torque per unit time,

Is the crank angle change per unit time.) 10. The method of claim 9,
Wherein the calculating step calculates the absolute value of the crank stiffness. delete A crank stiffness-based power assisted drive method,
A measurement preparation step of initializing the sensor and preparing measurement;
An operation detecting step of detecting whether or not the auxiliary driving method is operated;
Obtaining an output value from the sensor;
A crank stiffness calculating step of calculating the crank stiffness from the output value;
Determining a voltage or current to be applied to the motor so as to be proportional to the crank rigidity;
Applying the determined voltage or current to a motor;
/ RTI >
Wherein the crank rigidity calculation step and the voltage or current determination step determine the crank rigidity and the voltage or current to be applied to the motor through the following equation (2).
&Quot; (2) "

only,

The current crank angle

And the crank stiffness at.
(2)

Is a voltage or current to be applied to the motor,

Is a proportional constant, which is a value set to reduce a sudden change in torque (variable in running),

Is the rigidity of the crank,

Lt;

Is a phase delay angle, which is a variable for reducing energy consumed in driving (variable in running)

Is the change amount of the crank torque per unit time,

Is the crank angle change per unit time.) 13. The method of claim 12,
remind

Quot;

Of the crankshaft. 10. The method of claim 9,
In the operation detecting step,
Determines whether the auxiliary driving method is operated,
If not operated, the flow returns to the measurement preparation step,
Wherein when the crank is started to be rotated, the sensor outputs the measured value when the crank starts rotating. 10. The method of claim 9,
Characterized in that the sensor measures the torque of the crank using at least one of a crank torque sensor, a pedal force sensor or a pressure sensor, simultaneously measures the crank angle from the encoder or the tilt sensor, Rigidity - based power assisted drive method.

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