WO2012056522A1

WO2012056522A1 - Pedaling state detection device, pedaling state detection method, pedaling state detection program, medium that records pedaling state detection program

Info

Publication number: WO2012056522A1
Application number: PCT/JP2010/069009
Authority: WO
Inventors: 隆真亀谷; 隆二郎藤田; 岳彦塩田; 泰輝児玉
Original assignee: パイオニア株式会社
Priority date: 2010-10-26
Filing date: 2010-10-26
Publication date: 2012-05-03
Also published as: JPWO2012056522A1; JP5490916B2

Abstract

Provided are: a pedaling state detection device that can rectify the state of pedaling; a pedaling state detection method; a pedaling state detection program; and a medium that records the pedaling state detection program. The present invention has: a rotational-direction-component detection sensor (3) that detects the component in the direction of rotation of pedal stepping force, which is an effective component for pedaling of pedal operation force; and a radial-component detection sensor (4) that detects the component in the radial direction of pedal stepping force, which is an ineffective component for pedaling of pedal operation force. A cycle computer (1) connected to these sensors (3, 4): calculates transmission efficiency (P), which is the efficiency of pedal operation force on the rotation of a crank (B31), on the basis of the signals transmitted from the sensors (3, 4); compares the efficiency with a predetermined baseline value; and displays the comparison results on a display unit (2) as the pedaling state.

Description

Pedaling state detection device, pedaling state detection method, pedaling state detection program, medium recording pedaling state detection program

The present invention relates to a pedaling state detection device for detecting a pedaling state, which is a method of rowing a pedal of a vehicle such as a bicycle, a pedaling state detection method, a program for causing a computer to detect pedaling, and a program recorded therein It relates to the medium.

2. Description of the Related Art Conventionally, there is a device called a cycle computer that is mounted on a bicycle and calculates and displays information related to the traveling of the bicycle and information related to the movement of the driver. The cycle computer calculates and displays predetermined information by receiving data from each sensor provided on the bicycle. As a specific example of the cycle computer, for example, based on a pressure value detected by a pressure sensor provided on the pedal, a force acting on the pedal, such as a force that the driver steps on the pedal (hereinafter referred to as a “pedal acting force”). There is one that calculates and notifies (displays) a change in pressure value with time, a driver's momentum, and the like (see, for example, Patent Document 1).

JP 7-96877 A

By the way, there is a demand for correcting the driver's own pedaling (how to pedal) in order to drive the bicycle efficiently. For that purpose, one solution is to grasp the state of pedaling objectively. Although the running state detection device described in Patent Document 1 displays changes in pressure values based on pedal action force in time series, it can obtain one index for knowing its pedaling using this, For example, it is not possible to obtain an important index for correcting pedaling conditions such as the relationship between the pedal action force and the direction and timing at which the pedal action force is applied.

The present invention has been made in view of the above-described circumstances, and an example of an object is to solve the above-described problems, and a pedaling state detection device and a pedaling that can solve these problems It is an object to provide a state detection method, a pedaling state detection program for detecting a pedaling state, and a medium on which the pedaling state program is recorded.

In order to solve the above-described problems, a pedaling state detection device according to the present invention includes a crank that is rotatably connected to a vehicle body, and a pedal that is connected to the crank, and is a pedal that is a force acting on the pedal. A pedaling state detection device that detects a pedaling state in a vehicle in which the crank rotates by an acting force, and obtains effective component information that obtains at least pedal acting force effective component information that is an effective component for pedaling of the pedal acting force. Any one of the means, or the invalid component information acquisition means for acquiring the pedal acting force invalid component information which is an invalid component for pedaling of the pedal acting force, and at least the pedal acting force effective component information or the pedal acting force Using any of the invalid component information, the pedal acting force against the rotation of the crank And having a transmission efficiency calculating means for calculating a transmission efficiency is the efficiency, and a notification control means for notifying the notification executing unit pedaling state based on the transmission efficiency.
In order to solve the above-described problem, a pedaling state detection method according to the present invention includes a crank that is rotatably connected to a vehicle body and a pedal that is connected to the crank, and a force acting on the pedal. A pedaling state detection method for detecting a pedaling state in a vehicle in which the crank rotates by a pedal action force, at least pedal action force effective component information that is an effective component for pedaling of the pedal action force, or the pedal To obtain any of the pedal action force invalid component information that is an invalid component for pedaling of the action force, using at least one of the pedal action force effective component information or the pedal action force invalid component information, A transmission efficiency, which is an efficiency of the pedal acting force with respect to the rotation of the crank, is calculated, and based on the transmission efficiency. Characterized in that for informing the Ku pedaling state notification executing means.
In order to solve the above problems, a pedaling state detection program according to the present invention and a medium on which the program is recorded include a computer, a crank that is rotatably connected to a vehicle body, and a pedal that is connected to the crank. A pedaling state detection program for detecting a pedaling state in a vehicle in which the crank rotates by a pedal acting force that is a force acting on the pedal, the computer having at least an effective pedaling force pedaling force The effective component information acquisition unit that acquires the pedal action force effective component information that is the component acquires the pedal action force effective component information, or detects the pedal action force invalid component that is an invalid component for pedaling of the pedal action force The pedal acting force invalid component information is sent to the invalid component detecting means. Using the information acquisition function to be obtained and at least one of the pedal action force effective component information and the pedal action force invalid component information, the transmission efficiency that is the efficiency of the pedal action force with respect to the rotation of the crank is calculated. And a notification control function for notifying the notification execution means of the pedaling state based on the transmission efficiency.

(A) is a side view of a bicycle to which a pedaling state detection device is attached, and (b) is a front view of the bicycle of FIG. 1 (a). It is a figure showing the attachment condition of the rotation direction component detection sensor of FIG. 1, and a radial direction component detection sensor. (A) is a figure showing a mode that a rotation direction distortion sensor unit is affixed on a crankshaft, (b) is a figure showing a mode that a radial direction distortion sensor unit is affixed on a crankshaft. It is the elements on larger scale of the pedaling state detection apparatus of FIG. (A) An electrical block diagram of a pedaling state detection device, (b) is an electrical block diagram of a rotational direction component detection sensor and a radial direction component detection sensor. It is a control block diagram of a pedaling state detection device. It is a flowchart which shows the pedaling state detection process by a pedaling state detection apparatus. It is a flowchart which shows the transmission efficiency analysis process of FIG. It is a flowchart which shows the torque value analysis process of FIG. It is a flowchart which shows drawing creation processing of FIG. (A) is a diagram showing a configuration of a part of a RAM used when displaying the pedaling state on the left side of the bicycle when viewed from the front, and (b) used when displaying the pedaling state on the right side of the bicycle when viewed from the front. It is a figure showing the structure of a part of RAM. (A) A diagram showing an example of a reference circle object, (b) a diagram showing an example of a power zone object, (c) a diagram showing an example of a loss zone object, and (d) a diagram showing an example of a pedaling state object. . In other embodiment, it is a figure showing an example of a structure of the table utilized when calculating the determination value for power zones.

(Embodiment 1)
Hereinafter, embodiments of the present invention will be specifically described with reference to the drawings. FIG. 1A is a side view showing a state where the pedaling state detection device 100 of the present invention is attached to the bicycle B, and FIG. 1B shows a state where the pedaling state detection device 100 is attached to the bicycle B. It is a front view to represent. The bicycle B has a vehicle body frame B1 and two wheels B2 (front wheel B21 and rear wheel B22) that support the frame B1 movably by being pivotally supported by the frame B1 before and after the bicycle B. , A driving mechanism B3 that transmits a load applied by the driver such as a pedaling force of the driver for propelling the bicycle B to the rear wheel B22 as a driving force, a handle B4 for the driver to steer, and a saddle B5 for the driver to sit on And have.

The drive mechanism B3 has a rotation shaft (crank shaft) at one end, and the rotation shaft is rotatably supported at the other end of the crank B31. And a sprocket (not shown) arranged to rotate integrally with the crank B31 using the pedal B32 receiving a load from the driver and the crankshaft at the one end of the crank B31 as a common rotating shaft. ) And a rear sprocket (not shown) arranged so as to rotate integrally with the rear wheel B22, with the rotation axis of the rear wheel B22 being a common rotation axis, and acting on the pedal B32. A chain B33 is provided for transmitting the load from the driver to the rear wheel B22 via the crank B31.

The crank B31 has a left crankshaft B311 disposed on the left side of the bicycle B as viewed from the front, and a right crankshaft B312 disposed on the right side of the front, and the left and right crankshafts B311 and B312 are symmetrical with respect to the crankshaft. It is fixed at a point symmetrical point. The pedal B32 also includes a left pedal B321 disposed on the left side of the bicycle B as viewed from the front and a right pedal B322 disposed on the right side of the bicycle B as viewed from the front. The left pedal B321 is disposed at the tip of the left crankshaft B311. The left pedal shaft (not shown) is rotatably supported by the attached left pedal shaft, and the right pedal B322 is rotatably supported by the right pedal shaft (not shown) attached to the tip of the right crankshaft B312.

The left crankshaft B311 and the right crankshaft B312 have the same shape, the left pedal B321 and the right pedal B322 have the same shape, and the corresponding structures of the corresponding crankshaft and pedal are the same. Hereinafter, the distance L between the crankshaft and the pedal shaft (right pedal shaft or left pedal shaft) is referred to as “crank length” (see FIG. 1).

The pedaling state detection device 100 includes a crank rotation angle detection sensor 2 for detecting a rotation angle of the crank B31, a force acting on the pedal B32 (hereinafter referred to as “pedal acting force”), and a rotation direction component of the crank B31 (hereinafter referred to as “pedal”). Rotation direction component detection sensor 3 for detecting the magnitude of the acting force rotation direction component), a radial direction (or length direction of the crank length) component (hereinafter referred to as “pedal action”) of the pedal acting force around the crankshaft. The radial direction component detection sensor 4 for detecting the magnitude of the "radiation direction component", the crank rotation number detection sensor 5 for detecting the rotation number of the crank B31, the crank rotation angle detection sensor 2, and the rotation direction component detection sensor 3 Based on the signals transmitted from the radial direction component detection sensor 4 and the crank rotation speed detection sensor 5, Show emissions and Rosuzon (calculates preset predetermined value will be described later, and displays predetermined items) comprises a cycle computer 1.

The crank rotation angle detection sensor 2, the rotation direction component detection sensor 3, the radial direction component detection sensor 4, and the crank rotation number detection sensor 5 are provided with a transmitter (not shown). It is possible to transmit a detection signal to. That is, the cycle computer 1 and the sensors 2 to 5 are connected wirelessly.

The crank rotation angle detection sensor 2 is composed of an optical rotation detection sensor having a light emitting part and a light receiving part, for example, narrowly provided in the vicinity of the outer peripheral part of the crank gear, and a gear that passes between the light emitting part and the light receiving part. The rotation angle can be detected by counting the number of teeth and obtaining the ratio between the count value and the number of gear teeth. The rotation angle detection sensor 2 is not limited to this, and an existing sensor such as a potentiometer can be used. A crank rotation angle detection signal corresponding to the crank rotation angle (θ) is transmitted from the sensor 2 to the cycle computer 1.

In the present embodiment, the crank rotation angle (θ) is expressed with reference to the left crankshaft B311. That is, when the left crankshaft B311 is positioned in the 12 o'clock direction (the tip is directed upward), the crank rotation angle (θ) is “0 °”. The crank rotation angle detection sensor 2 indicates the crank rotation angle “90 °” when the left crankshaft B311 indicates the direction of 3 o'clock (the front end faces forward), and the left crankshaft B311 indicates the direction of 9 o'clock. When pointing (the tip is pointing backward), the crank rotation angle “270 °” is indicated. The range of the crank rotation angle (θ) detected by the crank rotation angle detection sensor 2 is 0 ° or more and less than 360 ° (0 ≦ θ <360 °), and the left crankshaft B311 is rotated from the 12 o'clock direction. The direction of rotation around is the “+” direction.

The rotational direction component detection sensor 3 is connected to a sensor unit 3a composed of two strain sensors (hereinafter referred to as “rotational direction strain sensor unit 3”) and each terminal of the strain sensor constituting the rotational direction strain sensor unit 3a. As shown in FIGS. 1 (a) and 1 (b), a rotational direction distortion detection circuit 3b and a rotational direction component control unit 3c for comprehensively controlling the sensor 3 are provided (see FIG. 5 (b)). The rotational direction component detection sensor 3 is attached to the front face of the crankshafts B311 and B312 (the face that faces the traveling direction when the crankshafts B311 and B312 indicate the 6 o'clock direction) (attached to the left crankshaft B311). Left rotation direction component detection sensor 31 and right rotation direction component detection sensor 32 attached to the right crankshaft B312).

As shown in FIG. 3A, the strain sensors constituting each rotational direction strain sensor unit 3a are bonded in a state orthogonal to each other on the front surfaces of the crankshafts B311 and B312. The rotation direction distortion detection circuit 3b amplifies and adjusts the output of each distortion sensor, and information indicating the unified distortion amount detected by the sensor unit 3a (hereinafter referred to as “rotation direction distortion information”) is controlled by the control unit 3c. Send to. The rotational direction component control unit 3c of each

sensor

31, 32 determines the magnitude Fx of the crank pedal force rotational direction component from the following number (1) based on the rotational direction distortion amount information transmitted by the rotational direction distortion detection circuit 3b. The rotation direction component detection signal corresponding to the magnitude Fx of each pedal action force rotation direction component is calculated and transmitted to the cycle computer 1.

Here, “m” represents mass, “g” represents gravitational acceleration, “X” represents the amount of strain detected by the rotational direction strain detection circuit 3b, and “Xc” represents that the crankshaft B31 is held in a horizontal state. The amount of distortion of the front surface of the crankshaft B31 when a force (mg (N)) perpendicular to the pedal B32 is applied, and “Xz” is the front surface of the crankshaft B31 when the crankshaft B31 is in an unloaded state. Represents the amount of distortion. Xc and Xz are acquired, for example, by attaching the sensor unit 3a to the front surface of the crankshaft B31 and calibrating it before using the sensor 3.

The radial direction component detection sensor 4 is connected to a sensor unit 4a composed of two strain sensors (hereinafter referred to as “radial direction strain sensor unit 4”) and each terminal of the strain sensor constituting the radial direction strain sensor unit 4a. A radial direction distortion detection circuit 4b and a radial direction component control unit 4c that comprehensively controls the sensor 4 are provided (see FIG. 5B), as shown in FIGS. 1A and 1B. The radial direction component detection sensor 4 is attached to the outer surface of the crankshaft B31 (the left radial direction component detection sensor 41 attached to the left crankshaft B311 and the right radial direction component attached to the right crankshaft B312. Detection sensor 42).

As shown in FIG. 3B, the strain sensors constituting each radial strain sensor unit 4a are bonded to each other on the outer side surfaces of the crankshafts B311 and B312 so as to be orthogonal to each other. The radial distortion detection circuit 3b amplifies and adjusts the output of each distortion sensor, and information (hereinafter referred to as “radial distortion information”) indicating a unified distortion amount detected by the sensor unit 4a is controlled by the control unit 4c. Send to. The radial direction distortion control unit 4c of each

sensor

41, 42 determines the magnitude Fy of the crank pedal force radial direction component from the following number (2) based on the radial direction distortion amount information transmitted by the radial direction distortion detection circuit 4b. Calculation is performed and a radial direction component detection signal corresponding to the magnitude Fy of each pedal acting force radial direction component is transmitted to the cycle computer 1.

Here, “m” represents mass, “g” represents gravitational acceleration, “Y” represents the amount of strain detected by the radial strain detection circuit 4b, and “Yu” represents the pedal B32 at the bottom dead center. The amount of distortion of the outer surface of the crankshaft B31 when a force (mg (N)) perpendicular to the pedal B32 is sometimes applied, “Yz” is the outer surface of the crankshaft B31 when the crankshaft B31 is unloaded Represents the amount of distortion. Yu and Yz are acquired, for example, by attaching the sensor unit 4a to the outer surface of the crankshaft B31 and calibrating it before using the sensor 4.

The crank rotation speed detection sensor 5 includes a cadence sensor including a magnet fixed to the left crankshaft B312 and a magnet detector mounted at a predetermined position of the frame B1, for example, per unit time (1 minute). The number of rotations of the crank B31 per unit time is detected by detecting the number of times (rpm) the magnet passes the front of the magnet detector. From the sensor 5, a rotation speed detection signal corresponding to the rotation speed of the crank B 31 per unit time is transmitted to the cycle computer 1. As will be described later, the control unit 13 of the cycle computer 1 reads the rotational speed per unit time of the crank B31 from this signal.

Next, the configuration of the cycle computer 1 will be described with reference to FIGS. 4 and 5A. FIG. 4 is an external view of the cycle computer 1, and FIG. 5A is an electrical block diagram of the pedaling state detection apparatus 100. As shown in FIG. 4, the cycle computer 1 is attached to the bicycle B via a bracket 6 that can be attached to and detached from the handle B4 of the bicycle B. The cycle computer 1 includes an input unit 11 for inputting predetermined information, a display unit 12 for displaying predetermined information, and a control unit 13 having an arithmetic circuit for executing predetermined processing related to pedaling to be described later (FIG. 5 (a)), and a housing 14 that houses the input unit 11, the display unit 12, and the control unit 13.

As shown in FIG. 4, the input unit 11 includes three

buttons

11 a, 11 b, 11 c that are juxtaposed in a state of protruding from the upper surface of the housing 14, and a slide-type switch, and supplies power. Is provided with a power switch 11d for ON / OFF operation.

Further, as shown in FIG. 5A, the input unit 11 includes an input control circuit 11e that relays an input signal accompanying the operation of the buttons 11a to 11c and the power switch 11d as control information to the control unit 13. When the buttons 11a to 11c are pressed, the input control circuit 11e converts the control information into control information corresponding to the pressing operation and transmits the control information to the control unit 13. As a result, even if the driver has a limited number of buttons 11a to 11c, the combination of these button operations allows the driver to input specific information about the driver and the bicycle and to start / end the measurement. Multiple types of input operations can be performed.

In this embodiment, the buttons 11a to 11c that can be pressed are used as a structure for inputting predetermined information. However, the present invention is not limited to this, and pointing devices such as a cross key, a trackball, and a joystick are used. It is also possible to adopt.

The display unit 12 includes a liquid crystal panel 12a for displaying (notifying) predetermined information including a power zone and a loss zone described later, and a display control circuit 12e that performs display control of the liquid crystal panel 12a according to information to be displayed. It comprises. The input unit 11 and the display unit 12 can be integrated by using the liquid crystal panel 12a as a touch panel.

The control unit 13 of the cycle computer 1 includes a CPU 13a, a ROM 13b, a RAM 13c, a recording medium I / F 13d, a sensor I / F 13e, a communication I / F 13f, and an oscillation circuit 13g. These components are connected by a bus 13h. It is connected.

The CPU 13a controls basic operations as a cycle computer including detection and display of a pedaling state based on a program stored in the ROM 13b in advance. The ROM 13b stores in advance a program code for executing basic processing as a cycle computer executed by the CPU 13a. The RAM 13c functions as a working area for data and the like in arithmetic processing performed when the CPU 13a executes basic processing as a cycle computer.

The recording medium I / F 13d is an interface for recording a parameter, etc., which bears a pedaling state, which will be described later, on a recording medium such as a memory card. The sensor I / F 13e takes in various detection signals transmitted from the crank rotation angle detection sensor 2, the rotation direction component detection sensor 3, the radial direction component detection sensor 4 and the crank rotation number detection sensor 5 described above, and outputs from the CPU 13a. Output based on instructions. The communication I / F 13f transmits / receives data to / from an external processing device that transmits / receives various data to / from an external device (not shown) such as a mobile terminal such as a mobile phone or a PC installed at home. It is an interface to do. The oscillation circuit 13g includes a crystal resonator as a clock oscillator, and outputs a pulse signal to the CPU 13a at a predetermined cycle by counting generated clocks. The input unit 11, the display unit 12, and the control unit 13 described above are configured to transmit and receive necessary information data via the bus 13g.

FIG. 6 is a block diagram illustrating a control (or functional) configuration of the pedaling state detection apparatus 100 according to the embodiment of the present invention. The pedaling state detection apparatus 100 includes a driver / bicycle information acquisition unit S1, a running state information acquisition unit S2, a torque value analysis unit S3, a transmission efficiency analysis unit S4, a drawing creation unit S5, and an information display unit S6. The traveling state information acquisition unit S2 includes a crank rotation angle information acquisition unit S21, a pedal action force rotation direction component information acquisition unit S22, a pedal action force radial direction component information acquisition unit S23, and a crank rotation number information acquisition unit S24.

The driver / bicycle information acquisition unit S1 (hereinafter referred to as “driver information acquisition unit S1”) has a function of acquiring data on the driver and the bicycle B (hereinafter referred to as “driver data”). . The driver information acquisition unit S1 displays, for example, input items on the display unit 12 according to the operation of the input unit 11 and the buttons 11a to 11c of the input unit 11, and also according to the operation of the buttons 11a to 11c. It is comprised by the control part 13 which preserve | saves the data based on the signal output from the input control circuit 11e. In the present embodiment, the driver information acquisition unit S1 stores at least data on maximum power (hereinafter referred to as “maximum power data”) and data on crank length (hereinafter referred to as “crank length data”) in a predetermined area of the RAM 13c. To remember. The maximum power is the maximum work rate that can be exhibited by the driver.

The traveling state information acquisition unit S2 has a function of acquiring information data related to traveling of the bicycle B (hereinafter referred to as “running state information data”). The traveling state information acquisition unit S2 includes a crank rotation angle detection sensor 2, a rotation direction component detection sensor 3 (a left rotation direction component detection sensor 31 disposed on the left side of the front view and a right rotation direction component detection sensor disposed on the right side of the front view). 32), a radial direction component detection sensor 4 (a left radial direction component detection sensor 41 disposed on the left side of the front view and a right radial direction component detection sensor 42 disposed on the right side of the front view), the crank rotation number detection sensor 5, and each of these. The controller 13 stores data based on signals transmitted from the sensors 2 to 5.

The traveling state information acquisition unit S2 includes a crank rotation angle information acquisition unit S21, a pedal action force rotation direction component information acquisition unit S22, a pedal action force radial direction component information acquisition unit S23, and a crank rotation number information acquisition unit S24. The crank rotation angle information acquisition unit S21 includes the crank rotation angle detection sensor 2 and the control unit 13, and stores (acquires) crank rotation angle data in a predetermined area of the RAM 13c based on a signal output from the crank rotation angle detection sensor 2. Has the function of The pedal action force rotation direction component information acquisition unit S22 includes a rotation direction component detection sensor 3 and a control unit 13. Based on a signal output from the rotation direction component detection sensor 3, pedal action force rotation direction component data is stored in the RAM 13c. It has a function of storing (acquiring) in an area. The pedal action force radial direction component information acquisition unit S23 includes the radial direction component detection sensor 4 and the control unit 13. Based on the signal output from the radial direction component detection sensor 4, pedal action force radial direction component data is stored in the RAM 13c. It has a function of storing (acquiring) in an area. The crank rotational speed information acquisition unit S24 includes the crank rotational speed detection sensor 5 and the control unit 13, and stores (acquires) crank rotational speed data in a predetermined area of the RAM 13c based on the signal output from the crank rotational speed detection sensor 5. Has the function of

The torque value analysis unit S3 is configured by the control unit 13 and uses the data acquired by the crank rotation angle information acquisition unit S21, the pedal action force rotation direction component information acquisition unit S22, and the crank rotation number information acquisition unit S24. It has a function of calculating a torque value (torque magnitude) associated with the rotation angle and determining whether or not the crank rotation angle is a power zone. The power zone is calculated from an effective component for pedaling that is pedaling the pedal B32 (or rotating the crank B31), that is, a pedal acting force rotation direction component that is a pedal acting force contributing to the propulsion of the bicycle B. The determination value (reference value) for the power zone in which the torque value to be set is set based on the maximum power data acquired by the driver etc. information acquisition unit S1 and the crank rotation speed acquired by the crank rotation speed information acquisition unit S24 This is the crank rotation angle that exceeds.

The transmission efficiency analysis unit S4 includes the control unit 13, and uses data acquired by the crank rotation angle information acquisition unit S21, the pedal action force rotation direction component information acquisition unit S22, and the pedal action force radial direction component information acquisition unit S23. Thus, the transmission efficiency associated with the crank rotation angle is calculated, and it is determined whether or not the crank rotation angle is a loss zone. The transmission efficiency is the efficiency of the pedal acting force with respect to the rotation of the crank B31, specifically, the ratio of the force that has contributed to the rotation of the crank B31, in other words, the propulsion of the bicycle B out of the force acting on the pedal B32. More specifically, it is indicated by the ratio of the magnitude of the pedal action force rotation direction component to the magnitude of the pedal action force. This transmission efficiency is an indicator of pedaling (how to pedal P32). The loss zone is a crank rotation angle range in which the transmission efficiency is equal to or less than the loss zone determination value.

The drawing creation unit S5 is configured by the control unit 13 and creates drawing data as a basis of a drawing representing the determination result in order to visualize and notify the determination result of the torque value analysis unit S3 and the transmission efficiency analysis unit S4. Has the function of Specifically, the drawing creating unit S5 uses, as drawing data, reference circle object data that is a base of a reference circle object that represents rotation (pedaling) of the crank B31, and power zone object data that is a base of a power zone object that represents a power zone. Loss zone object data that is a source of a loss zone object that represents a loss zone, and pedaling state object data that is a source of a pedaling state object that overlays these objects are created and set in a transmission buffer that includes the RAM 13c.

The information display unit S6 includes a control unit 13 and a display unit 12, and has a function of displaying a drawing based on the drawing data created by the drawing creation unit S5.

Next, the processing / method in which the pedaling state detection device 100 displays (notifies) the pedaling state (how to pedal) of the driver will be described with reference to FIGS. Since the processing / method for displaying the pedaling state of the left crankshaft B311 and the processing / method for displaying the pedaling state of the right crankshaft B312 are the same, in the pedaling state detection device 100 according to the present embodiment, the left A process / method for displaying the pedaling state of the crankshaft B311 (right foot) will be described as a representative.

When power is supplied to the cycle computer 1 through the operation of the power switch 11d, a system reset occurs in the CPU 13a, and the CPU 13 performs the pedaling shown in FIG. 7 based on a program for detecting the pedaling state stored in the ROM 13b. The state detection process is started.

First, in step S1, information input processing is performed. Here, the driver's buttons 11a to 11c display a caution to prompt the driver and bicycle information (hereinafter referred to as “driver information”) to be input, and wait until the desired information is input. To do. Information from the input unit 11 (a first button operation detection signal indicating the operation of the button 11a, a second button operation detection signal indicating the operation of the button 11b, and a third button operation indicating the operation of the button 11c) When the detection signal is input, based on the input information, the driver data indicating the driver information is stored in the driver data storage area of the RAM 13b. “Driver information” includes the driver's maximum power, gender, height / weight, bicycle type, tire size / type, crank length, and the like.

In the present embodiment, since the maximum power and the crank length are information necessary for displaying the pedaling state, it is essential to input such information. Therefore, in step S1, the maximum power data representing the maximum power is always stored in the maximum power data storage area of the RAM 13c, and the crank length data representing the crank length is stored in the crank length data storage area of the RAM 13c.

In step S2, a condition for measuring the crank rotation angle, the pedal action force rotation direction component, the pedal action force radial direction component, and the crank rotation speed (hereinafter referred to as “measurement start condition”) is satisfied, and measurement is started. It is determined whether or not In the present embodiment, as described above, the input of the maximum power and the crank length is essential, so at least the input of the maximum power and the crank length is included in the measurement start condition. For example, the measurement start condition may be satisfied when a signal indicating the start of measurement is transmitted after the maximum power and the crank length are input. If it is determined in step S2 that the measurement start condition is not satisfied, the process proceeds to step S1, and if it is determined that the measurement start condition is satisfied, the process proceeds to step S3.

In step S3, the crank rotational angle data is stored in the crank rotational angle data storage area of the RAM 13c based on the crank rotational angle signal, and the crank rotational speed data is stored in the crank rotational speed data storage area of the RAM 13c based on the crank rotational speed signal. Remember. Since the phase difference between the left crankshaft B311 and the right crankshaft B312 is 180 °, the rotation angle of the right crankshaft B312 is a value obtained by adding 180 ° to the crank rotation angle data indicated by the crank rotation angle data.

In step S4, the pedal action force rotation direction component data is stored in the pedal action force rotation direction component data storage area of the RAM 13c based on the pedal action force rotation direction component signal, and the pedal action based on the pedal action force radial direction component signal. The force radiation direction component data is stored in the pedal action force radiation direction component data storage area of the RAM 13c.

In the present embodiment, pedal action force rotation direction component data and pedal action force radial direction component data are stored in association with crank rotation angle data. Specifically, it is stored as pedal action force rotation direction component data and pedal action force radial direction component data with respect to the crank rotation angle represented by the latest stored crank rotation angle data (calculated by the latest processing). Note that the processing in step S3 and step S4 is performed, for example, every 10 ms based on the pulse signal output from the oscillation circuit 13g, and the crank rotation angle data, pedal action force rotation direction component data, and pedal action force radiation direction. The component data is stored sequentially. Further, since the crank speed is not detected unless the crank B31 is rotated once, the crank speed data is stored every time the crank B31 rotates once.

In step S5, the crank rotation angle indicated by the crank rotation angle data acquired in step S3 is a predetermined value (30 °, 60 °, 90 °, 120 °, 150 °, 180 °, 210 °, 240 °, 270 °, 300 It is determined whether the angle is any one of °, 330 °, and 0 °. If it is determined in this step that the crank rotation angle is not equal to or greater than the predetermined value, the process proceeds to step S3. If it is determined that the crank rotation angle is equal to or greater than the predetermined value, the process proceeds to step S6.

The “predetermined value” is initially set to 30 °. When the crank rotation angle is started to be measured and the crank rotation angle is gradually increased to reach 30 ° or more, the “predetermined value” is set to 60 in step S8 described later. Updated to °. Thereafter, every time the crank rotation angle becomes equal to or greater than the predetermined value, the predetermined value is repeatedly increased by 30 °. Since the crank rotation angle range is 0 ° or more and less than 360 °, the predetermined value is 330 ° followed by 0 °.

In step S6, the transmission efficiency in the range of the crank rotation angle is calculated based on the pedal action force rotation direction component data and the pedal action force radial direction component data acquired in step S4, and the crank rotation angle range is calculated. A transmission efficiency analysis process is performed to determine whether the zone is a loss zone. Details will be described later.

In step S7, the predetermined value is updated, specifically, the predetermined value is increased by one step, and it is determined whether or not the predetermined value of the newly set crank rotation angle is 30 °. That is, it is determined whether or not the left crankshaft B311 has made one revolution. This is because the pedaling state of one rotation is displayed on the display unit 12 every time the left crankshaft B311 makes one rotation, as will be described later. If it is determined in this step that the crank rotation angle is not 30 °, the process proceeds to step S3. If it is determined that the predetermined value of the crank rotation angle is 30 °, the process proceeds to step S9.

In step S8, a torque value is calculated for each crank rotation angle range based on the pedal action force rotation direction component data acquired in step S4, and it is determined whether the crank rotation angle range is a power zone. Torque value analysis processing is performed. Details will be described later.

In step S9, in order to display the pedaling state during one rotation of the left crankshaft B311 on the display unit 12, a drawing creation process is performed to create data that is the basis of the drawing displayed on the display unit 12. Details will be described later.

In step S10, data that is the basis of the drawing created in step S9 is transmitted to the display unit 12, and information display processing for displaying (notifying) information such as the pedaling state is performed.

In step S11, it is determined whether or not the measurement end condition is satisfied and the measurement can be ended. In the present embodiment, the measurement end condition is satisfied when a signal indicating a button operation for the end of the measurement is transmitted. In this step, if it is determined that the measurement end condition is not satisfied, the process proceeds to step S3. If it is determined that the measurement end condition is satisfied, the main process is ended.

Next, the transmission efficiency analysis process will be described with reference to FIG. First, in step S81, a representative value of the crank rotation angle is calculated. The type of the representative value is not particularly limited, but in this embodiment, one rotation of the left crankshaft B311 is equally divided into 12 parts, and the power zone and the loss zone are determined in each section. Representative values are used (see FIG. 11). For example, if the range of the crank rotation angle is 0 ° ≦ θ <30 °, the representative value is “1”, and if 30 ° ≦ θ <60 °, the representative value is “2”.

The storage area for storing the representative value data of the crank rotation angle (hereinafter referred to as “crank rotation angle representative value data storage area”) is divided into 12, and each of the 12 divided areas has a representative value of the crank rotation angle. A storage area for storing a flag associated with is provided (see FIG. 11). If the representative value of the calculated crank rotation angle is “1”, the flag is turned on in the flag storage area corresponding to the representative value “1” of the crank rotation angle, and the representative value of the calculated crank rotation angle is If “2”, the flag is turned on in the flag storage area corresponding to the representative value “2” of the crank rotation angle. When the flag is turned on in the flag storage area corresponding to the representative value of the calculated crank rotation angle, the flag not corresponding to the representative value is turned off.

In step S62, a representative value of the magnitude of the pedal action force in the crank rotation angle range is calculated, and the pedal action force data is stored in the pedal action force data storage area of the RAM 13c. The pedal action force data storage area is divided into twelve, and each is associated with a representative crank rotation angle value (see FIG. 11). In step S62, the pedal action force data is stored in a region related to the crank rotation angle representative value for which the flag is ON.

The calculation method of the representative value of the magnitude of the pedal action force in the range of the crank rotation angle is not particularly limited, but in this embodiment, the magnitude of the pedal action force rotation direction component and the magnitude of the pedal action force radial direction component are calculated. By detecting and determining the magnitude of the pedal action force based on these, the representative value (F) of the magnitude of the pedal action force can be calculated by the following numbers (3) and (4). .

Here, Fx (k) represents the magnitude of the pedal acting force rotation direction component detected at the kth time in the crank rotation angle range, and Fy (k) is the pedal detected at the kth time in the crank rotation angle range. The magnitude of the acting force radial direction component is represented, F (k) represents the magnitude of the pedal acting force calculated k-th in the range of the crank rotation angle, and t represents the crank rotation angle in the range of the crank rotation angle. Represents the number of measurements. That is, the magnitude of the pedal action force in the crank rotation angle range is obtained by dividing the sum of the pedal action forces in the crank rotation angle range by the number of data acquisitions (measurements) in the crank rotation angle range. To calculate.

In step S63, the transmission efficiency in the range of the crank rotation angle is calculated, and the transmission efficiency data is stored in the transmission efficiency data storage area of the RAM 13c. Similarly to the pedal action force data storage area, the transmission efficiency data storage area is also divided into 12 parts, which are associated with representative crank rotation angle values (see FIG. 11). In step S63, the transmission efficiency data is stored in the area related to the crank rotation angle representative value for which the flag is ON.

The transmission efficiency is the ratio of the pedal action force rotation direction component to the pedal action force, in other words, the contribution ratio of each pedal action force to the propulsion of the bicycle B, and is an index indicating the pedaling state. The method for calculating the transmission efficiency is not particularly limited, but in this embodiment, the transmission efficiency P can be calculated from the following number (5).

“Fx (k)”, “F”, and “t” are the same as “Fx (k)”, “F”, and “t” in number (4) or number (5), respectively.

As will be described later, the transmission efficiency P is used to determine whether the pedaling state is good / bad within the crank rotation angle range. In addition, since it is only necessary to finally determine whether the pedaling state is good / bad, it is not always necessary to use the transmission efficiency composed of the ratio of the pedal acting force to the pedal acting force in the rotational direction. As an alternative value, for example, the loss zone can be determined using the value of the radial direction component of the pedal action force that does not contribute to the propulsion of the bicycle, or the ratio of the pedal action force radial direction component to the pedal action force. .

In step S64, a determination value for loss zone is calculated. The method for calculating the loss zone determination value is not particularly limited, but in this embodiment, the loss zone determination value is set to “0.7”.

In step S65, it is determined whether or not the crank rotation angle range is a loss zone. Specifically, it is determined whether or not the transmission efficiency P calculated in step S63 is equal to or less than the loss zone determination value calculated in step S64. Here, if the transmission efficiency is equal to or less than the determination value for the loss zone, it means that the range of the crank rotation angle is the loss zone. Conversely, if the transmission efficiency exceeds the determination value for the loss zone, the rotation angle Range means not a loss zone. That is, if only 70% or less of the pedal action force contributes to the promotion of the bicycle B, it is determined that the pedaling state (how to pedal) is inferior and the crank rotation angle range (zone) is inefficient.

In step S66, the loss zone determination result for the crank rotation angle range is stored in the loss zone determination result data storage area of the RAM 13c. The loss zone determination result data storage area is divided into twelve, similar to the pedal action force data storage area, and each is associated with a representative crank rotation angle value (see FIG. 11). In step S66, the loss zone determination result data indicating the determination result of the loss zone is stored in the region related to the crank rotation angle representative value for which the flag is ON. For example, “02H” is stored if the crank rotation angle range is the loss zone, and “03H” is stored if it is not the loss zone.

Next, the torque value analysis process will be described with reference to FIG. First, in step S81, the average torque value is calculated for each crank rotation angle range, and the torque value data is stored in the torque value data storage area of the RAM 13. The method for calculating the average torque value is not particularly limited. In this embodiment, the average torque value is obtained by dividing the sum of the torque values in the crank rotation angle range by the number of measurements in the crank rotation angle range. It is said.

As a method for calculating the sum of torque values, for each crank rotation angle range, a method of multiplying the sum of the magnitudes of the pedal action force rotation direction components by the crank length according to the crank length data input in step S1 can be used. With respect to the range of the crank rotation angle, a method may be used in which the sum of values obtained by multiplying the magnitude of the pedal action force rotation direction component by the crank length indicated by the crank length data input in step S1 is calculated.

The torque value data storage area is also divided into 12 parts, which are associated with the representative crank rotation angle values (see FIG. 11). In step S81, torque value average data is stored in a region related to the crank rotation angle representative value for which the flag is ON.

In step S82, the crank speed n for one rotation of the crank B31 is calculated, and the crank speed data is stored in the crank speed data storage area of the RAM 13.

In step S83, the power zone determination value is calculated, and the power zone determination value data is stored in the power zone determination value data storage area of the RAM 13c. Although the calculation method of the power zone determination value is not particularly limited, in the present embodiment, the power zone determination value is calculated by the following number (6).

Here, “Ta” represents a power zone determination value used for determination of the power zone, “Pa” represents the input maximum power, and “n” represents the rotation of the crank B31 in one rotation of the crank B31. The average of the numbers is represented, and “0.8” represents a predetermined coefficient set in advance. The power zone determination value data storage area is divided into 12 parts, which are associated with the representative crank rotation angle values (see FIG. 11). In step S83, power zone determination value data is stored in a region related to the crank rotation angle representative value for which the flag is ON.

In step S84, it is determined whether or not each crank rotation angle range is a power zone. Specifically, it is determined whether or not the average torque value in each crank rotation angle range calculated in step S81 is greater than or equal to the power zone determination value calculated in step S83. If the average torque value is greater than or equal to the power zone judgment value, it means that the crank rotation angle range is the power zone. Conversely, if the average torque value is less than the power zone judgment value, This means that the rotation angle range is not a power zone.

In the present embodiment, the maximum power is not associated with the crank rotation angle, and the same power zone determination value is used for any crank rotation angle range. That is, the power zone is absolutely evaluated.

In step S85, the power zone determination result for each crank rotation angle range is stored in the power zone determination result data storage area of the RAM 13c. Similar to the torque value data storage area, the power zone determination result data storage area is divided into 12 parts, which are associated with the representative crank rotation angle values (see FIG. 11). In step S85, power zone determination result data indicating the determination result of the power zone is stored in the region related to the crank rotation angle representative value for which the flag is ON. For example, if the crank rotation angle range is the power zone, “00H” is stored, and if it is not the power zone, “01H” is stored.

Next, the drawing creation process will be described with reference to FIG. First, in step S91, data (hereinafter referred to as “reference circle object data”) that is the basis of a reference circle object (see FIG. 12A) representing the rotational motion of the left crankshaft B311 is created, and the reference circle in the RAM 13c is created. Store in the object area. As shown in FIG. 12A, the reference circle object is divided into 12 in the circumferential direction. This is because, as described above, the power zone and the loss zone are determined in each section obtained by dividing one rotation of the crankshaft B311 into 12 parts.

In step S92, data (hereinafter referred to as “power zone object data”) that is a source of a power zone object (refer to FIG. 12B) representing a crank rotation angle range that is a power zone is created, and the power zone of the RAM 13c is created. Store in the object data storage area. More specifically, referring to the power zone determination result data storage area of the RAM 13c, the power zone object data reflecting the range of the crank rotation angle determined as the power zone ("00H" is stored) is reflected. create. Specifically, data representing an arcuate arrow that extends along the outside of the reference circle object and covers the range of the crank rotation angle determined to be the power zone is created. The direction of the arrow here is set clockwise.

In step S93, data (hereinafter referred to as “loss zone object data”) that is a source of a loss zone object (see FIG. 12C) that represents the range of the crank rotation angle that is the loss zone is created, and the loss zone object in the RAM 13c is created. Store in the data storage area. More specifically, referring to the loss zone determination result data storage area of the RAM 13c, the loss zone object data reflecting the range of the crank rotation angle determined as the loss zone ("02H" is stored) is created. . Specifically, data representing an arc-shaped strip extending along the inside of the reference circle object and covering the range of the crank rotation angle determined to be the loss zone is created.

In step S94, the objects created in steps S91 to S93 are combined to create the original data of the pedaling state object representing the pedaling state (hereinafter referred to as “left pedaling state object data”) and stored in the transmission buffer of the RAM 13c. set. The pedaling state object is formed by overlaying a power zone object and a loss zone object on a reference circle object (see FIG. 12D). Here, different objects are arranged at different positions for the same left crank rotation angle range, such that the power zone object is arranged outside the reference circle and the loss zone object is arranged inside the reference circle. Therefore, even if the same crank rotation angle range is the power zone and the loss zone, both can be displayed simultaneously.

As described above, the pedaling state detection device 100 allows the pedaling force to be defined by (the magnitude of the pedaling force rotation direction component that is an effective component of the pedaling force that contributes to the rotation of the crank / the magnitude of the pedaling force). By calculating the transmission efficiency representing the efficiency with respect to the rotation of the crank and displaying the pedaling state from the viewpoint of efficiency based on this transmission efficiency, that is, notifying, it is possible to grasp whether the pedaling state is good / bad . Based on this, the driver's own pedaling state can be corrected. Furthermore, since the pedaling state over the entire circumference accompanying the rotation of the crank B31 is displayed, it is possible to intuitively and easily grasp and correct its own pedaling state. In addition, by comparing the calculated transmission efficiency with the reference value for loss zone as a reference value and displaying the comparison result, the display content is simplified, so that the driver can easily and intuitively adjust the pedaling state. Can grasp.

Also, by calculating the transmission efficiency for each crank rotation angle range and displaying the pedaling state for each crank rotation angle range, it is possible to grasp the pedaling tendency in more detail. In addition, by calculating the transmission efficiency for both crankshafts and displaying the pedaling state, it is possible to grasp the pedaling tendency in more detail. Furthermore, the pedaling state can be easily grasped by expressing the pedaling state with a graphic using a display device.

The cycle computer 1, the crank rotation angle detection sensor 2, the rotation direction component detection sensor 3, the radial direction component detection sensor 4, and the crank rotation number detection sensor 5 constitute the pedal state detection device of the present invention. Further, the pedal action force rotation direction component information acquisition unit S22 constitutes a pedal action force effective component information acquisition unit of the present invention, and the pedal action force radial direction component information acquisition unit S23 of the present invention is a pedal action force invalid component information acquisition unit. The transmission efficiency analysis unit S4 constitutes the transmission efficiency calculation means and comparison means of the present invention, and the loss zone determination value constitutes the reference value of the present invention. The drawing creation unit S5 and the information display unit S6 constitute notification control means of the present invention, and the display unit 2 constitutes notification execution means of the present invention. Furthermore, the crank rotation angle information acquisition unit S21 constitutes the rotation angle information acquisition means of the present invention.

(Other embodiments)
In the first embodiment, the

sensors

3 and 4 detect the magnitude of the pedal action force rotation direction component and the pedal action force radial direction component to determine the power zone and the loss zone. However, the power zone and the loss zone are determined. The method is not limited to this method. For example, it is also possible to apply a method of determining the power zone and the loss zone by detecting the magnitude of the entire pedal action force and the rotation angle of the pedal with an appropriate sensor. Based on the detected magnitude of the entire pedal action force and the rotation angle of the pedal, the magnitude and torque value of the pedal action force rotation direction component can be calculated to determine the power zone. Further, based on the detected magnitude of the pedal action force as a whole and the magnitude of the calculated pedal action force rotation direction component (the pedal action force rotation which is an effective component of the pedal action force contributing to the crank rotation) It is possible to determine the loss zone by calculating the transmission efficiency consisting of the magnitude of the direction component / the magnitude of the pedal action force. In this case, the sensor for detecting the magnitude of the pedal action force, the sensor for detecting the rotation angle of the pedal, and the magnitude of the pedal action force rotation direction component using the magnitude of the pedal action force and the pedal rotation angle. The control unit for detecting the length constitutes pedal action force effective component information acquisition means of the present invention.

Furthermore, based on the magnitude of the detected pedal action force as a whole and the magnitude of the calculated pedal action force radial component, the pedal action force which is an ineffective component of the pedal action force that does not contribute to crank rotation It is also possible to determine the loss zone by calculating the transmission efficiency consisting of the radial direction component size / the pedal acting force size. In this case, if the transmission efficiency is equal to or higher than a predetermined reference value, the loss zone is determined. In this case, the sensor for detecting the magnitude of the entire pedal action force, the sensor for detecting the rotation angle of the pedal, and the magnitude of the pedal action force radial direction component using the whole pedal action force and the pedal rotation angle. The control part to detect comprises the pedal action force invalid component information acquisition means of this invention.

In the first embodiment, the maximum power is directly input and the power zone determination value is calculated based on a predetermined calculation formula using the maximum power as a parameter. Not limited to. For example, the power zone determination value may be calculated using the driver level and the crank rotation angle range as parameters. As a specific example, as shown in FIG. 13, a table in which the driver level and the range of the crank rotation angle and the power zone determination value are related is stored in the ROM 13b, and the driver level and The power zone determination value is calculated by acquiring the crank rotation angle range. The driver level can be acquired by inputting in the information input process of step S1. The range of the crank rotation angle can be acquired in the representative value calculation process of the crank rotation angle range in step S61. Since the magnitude of the pedal action force rotation direction component necessary for propelling the bicycle differs depending on the crank rotation angle range, the pedaling state can be made relative by setting the crank rotation angle range as a parameter for the power zone judgment value. Can be judged. The power zone determination value may be associated with information on the driver such as the driver's body shape (for example, weight and height), gender or age, and information related to the driving situation such as a gear ratio.

In the first embodiment, the torque value analysis process in step S8 and the transmission efficiency analysis process in step S6 are performed for the entire range of the crank rotation angle. For example, the crank rotation angle may be limited to a range of 210 ° to 330 °) or a “push-down” portion where a pedal action force is easily applied (for example, a crank rotation angle of 30 ° to 150 °). Furthermore, the entire range of the crank rotation angle, the pulled-up portion, or the pushed-down portion may be selected in the information input process in step S1.

Although not calculated in the first embodiment, the sum of torque vectors during one rotation of the left crankshaft B311 and the right crankshaft B312 using the magnitude of the pedal action force rotation direction component and the crank rotation angle is used. May be calculated and displayed. Thereby, it is possible to intuitively grasp the pedal action force contributing to the propulsion of the bicycle.

In the first embodiment, the maximum power data is acquired by directly inputting, but the maximum power data is acquired by inputting the driver level (advanced, intermediate, beginner) data. May be. Specifically, an image for selecting the driver level is displayed on the display unit 12, and by selecting the driver level, the maximum power corresponding to the selected driver level is also automatically selected. Is stored in the maximum power data storage area of the RAM 13c.

In the first embodiment, both the pedaling state on the right side of the front view and the pedaling state on the left side of the front view are displayed, but only one of them may be displayed. Further, for example, in the information input process in step S1, which pedaling state is to be displayed may be selected. Further, the display form of the pedaling state on the right side in the front view and the pedaling state on the left side in the front view is not limited to the first embodiment. For example, the pedaling state on the right side when viewed from the front and the pedaling state on the left side when viewed from the front may be displayed as one drawing object.

Furthermore, the display mode of the power zone and the loss zone is not limited to the first embodiment. For example, the power zone or the loss zone may not be an arc shape, but may be a fan portion in which a reference circle in the range of the crank rotation angle that is the power zone or the loss zone is divided. It is also possible to provide a plurality of power zone determination values and loss zone determination values so that the ranges to which the calculated torque value and transmission efficiency belong are associated with each other and displayed in color.

In the first embodiment, the comparison result between the determination value and the actual measurement value is displayed. However, the comparison result is not displayed, but based on the calculated torque value and the transmission efficiency (calculated torque value). In addition, the fan portion into which the reference circle in the range of the crank rotation angle is divided may be displayed separately (in a color obtained from the transmission efficiency by a predetermined calculation formula). For example, by using a torque value-color conversion expression that expresses the relationship between a color value (for example, RGB value or HSV color space value) and a torque value, the color is continuously changed according to the torque value. indicate. As an example of this, for example, the fan portion corresponding to the crank rotation angle range in which the calculated torque value is “0” is displayed in black, and the torque value corresponds to the crank rotation angle range that is greater than or equal to the power zone determination value. The fan part to be displayed is displayed in white.

In the first embodiment, the pedaling state is determined and displayed by the cycle computer 1, but the pedaling state may be determined and displayed by application software of a mobile terminal such as a mobile phone. In this case, the mobile terminal may be installed on the bicycle B or carried by the driver. Further, the torque value analysis process, the transmission efficiency analysis process, the drawing creation process, and the information display process may be executed by an external device such as a PC installed at home or the like. In this case, data necessary for torque value analysis processing and transmission efficiency analysis processing such as torque value data and crank rotation angle data is stored in a recording medium such as a memory card via the storage medium I / F 13d of the cycle computer 1, for example. Save and import from the recording medium to the external device. Further, the data is transmitted to the external device via the communication I / F 13f of the cycle computer 1 and is taken into the external device.

When a torque value analysis process, a transmission efficiency analysis process, a drawing creation process, and an information display process are executed on a fixed terminal, a storage medium such as a CD in which a program for performing these processes is stored is read into the fixed terminal. However, an application incorporating a program for performing these processes may be downloaded from the server. Further, these torque value analysis processing, transmission efficiency analysis processing, drawing creation processing, and information display processing may be executed on a server via a mobile terminal or a fixed terminal.

Further, the pedaling state detection device of the present invention is not limited to a bicycle that travels on the road, but an exercise bike that is installed in a sports gym or the like and cannot be used for training, or a boat that is manually driven and driven by a pedal (for example, a swan boat) It can be applied to a vehicle that rotates a crank connected to a pedal.

In Embodiment 1, the notification execution means of the present invention is configured by a liquid crystal display device, but the notification execution means is not limited to this. For example, other display devices such as a CRT, a plasma display, and an organic EL display may be used. Further, the notification execution means may be an acoustic device such as a speaker or a lighting device such as a light instead of the display device.

DESCRIPTION OF SYMBOLS 1 Cycle computer 2 Crank rotation angle detection sensor 3 Rotation direction component detection sensor 4 Radial direction component detection sensor 5 Crank rotation speed detection sensor 6 Bracket 11 Input part 11a Button 11b Button 11c Button 11d Power switch 11e Input control circuit 12 Display part 12a Liquid crystal Panel 12e Display control circuit 13 Control unit 13a CPU
13b ROM
13c RAM
13d I / F for recording media
13e I / F for sensors
13f I / F for communication
13g Oscillator circuit 13h Bus 14 Case 100 Pedaling state detection device B Bicycle B1 Frame B2 Wheel B21 Front wheel B22 Rear wheel B3 Drive mechanism B31 Crank B311 Left crankshaft B312 Right crankshaft B32 Pedal B321 Left pedal B322 Right pedal B33 Chain S1 Driver Bicycle information acquisition unit S2 Traveling state information acquisition unit S21 Crank rotation angle information acquisition unit S22 Pedal acting force rotation direction component information acquisition unit S23 Pedal action force radial direction component information acquisition unit S24 Crank rotation number information acquisition unit S3 Torque value analysis unit S4 Transmission efficiency analysis unit S5 Drawing creation unit S6 Information display unit

Claims

Pedaling state detection for detecting a pedaling state in a vehicle in which the crank rotates by a pedal acting force that is a force acting on the pedal, the crank being rotatably coupled to the vehicle body and a pedal coupled to the crank A device,
Effective component information acquisition means for acquiring at least pedal acting force effective component information that is an effective component for pedaling of the pedal acting force, or pedal acting force invalid component information that is an invalid component for pedaling of the pedal acting force Any of the invalid component information acquisition means to acquire;
Transmission efficiency calculation means for calculating a transmission efficiency that is an efficiency of the pedal action force with respect to rotation of the crank, using at least either the pedal action force effective component information or the pedal action force invalid component information;
A pedaling state detection apparatus comprising: a notification control unit that notifies a notification execution unit of a pedaling state based on the transmission efficiency.
A rotation angle detecting means for detecting the rotation angle of the crank;
The transmission efficiency calculating means calculates the transmission efficiency in association with a rotation angle of the crank;
The pedaling state detection apparatus according to claim 1, wherein the notification control unit causes the notification execution unit to notify a pedaling state based on the transmission efficiency in association with a rotation angle of the crank.
The transmission efficiency calculating means calculates a representative value of the transmission efficiency in a predetermined range of the rotation angle of the crank;
The pedaling state detection apparatus according to claim 2, wherein the notification control unit causes the notification execution unit to notify the pedaling state based on the representative value calculated by the transmission efficiency calculation unit.
4. The pedaling state detection apparatus according to claim 3, wherein the notification control unit causes the notification execution unit to notify only the pedaling state based on the representative value of the transmission efficiency in a specific range of the crank rotation angle.
Comparing means for comparing the transmission efficiency calculated by the transmission efficiency calculation means with a predetermined reference value;
5. The pedaling state detection apparatus according to claim 1, wherein the notification control unit causes the notification execution unit to notify the result of comparison by the comparison unit as a pedaling state.
The notification execution means includes a display device,
The notification control means causes the display device to display a circular figure as the rotation angle of the crank, and covers a portion corresponding to a predetermined range of the crank rotation angle on the circumference of the circular figure. The pedaling state detection apparatus according to claim 3, wherein the pedaling state is displayed.
Pedaling state detection for detecting a pedaling state in a vehicle in which the crank rotates by a pedal acting force that is a force acting on the pedal, the crank being rotatably coupled to the vehicle body and a pedal coupled to the crank A method,
At least one of the pedal action force effective component information that is an effective component for pedaling of the pedal action force, or the pedal action force invalid component information that is an invalid component for action force pedaling to the pedal,
At least, using either the pedal action force effective component information or the pedal action force invalid component information, a transmission efficiency that is an efficiency of the pedal action force with respect to rotation of the crank is calculated,
A pedaling state detection method, characterized by causing a notification execution means to notify a pedaling state based on the transmission efficiency.
On the computer,
Pedaling state detection that includes a crank that is rotatably connected to the vehicle body and a pedal that is connected to the crank, and detects a pedaling state in a vehicle in which the crank rotates by a pedal acting force that is a force acting on the pedal. A program,
In the computer,
At least, the effective component information acquisition means for acquiring effective pedal component information that is an effective component for pedaling of the pedal effect force acquires the effective pedal component information, or is invalid with respect to the pedal effect force pedaling. An information acquisition function for causing the invalid component detecting means to detect the pedal acting force invalid component, which is a non-active component, to acquire the pedal acting force invalid component information;
A transmission efficiency calculation function for calculating a transmission efficiency that is an efficiency of the pedal action force with respect to rotation of the crank, using at least either the pedal action force effective component information or the pedal action force invalid component information;
A pedaling state detection program for realizing a notification control function for notifying a notification execution means of a pedaling state based on the transmission efficiency.
On the computer,
Pedaling state detection that includes a crank that is rotatably connected to the vehicle body and a pedal that is connected to the crank, and detects a pedaling state in a vehicle in which the crank rotates by a pedal acting force that is a force acting on the pedal. A program,
In the computer,
At least, the effective component information acquisition means for acquiring effective pedal component information that is an effective component for pedaling of the pedal effect force acquires the effective pedal component information, or is invalid with respect to the pedal effect force pedaling. An information acquisition function for causing the invalid component detecting means to detect the pedal acting force invalid component, which is a non-active component, to acquire the pedal acting force invalid component information;
A transmission efficiency calculation function for calculating a transmission efficiency that is an efficiency of the pedal action force with respect to rotation of the crank, using at least either the pedal action force effective component information or the pedal action force invalid component information;
A medium in which a pedaling state detection program for realizing a notification control function for notifying a notification execution unit of a pedaling state based on the transmission efficiency is recorded.