WO2015027540A1 - 一种可以识别路面状态的电动助力自行车驱动系统 - Google Patents

一种可以识别路面状态的电动助力自行车驱动系统 Download PDF

Info

Publication number
WO2015027540A1
WO2015027540A1 PCT/CN2013/084082 CN2013084082W WO2015027540A1 WO 2015027540 A1 WO2015027540 A1 WO 2015027540A1 CN 2013084082 W CN2013084082 W CN 2013084082W WO 2015027540 A1 WO2015027540 A1 WO 2015027540A1
Authority
WO
WIPO (PCT)
Prior art keywords
unit
motor
control unit
human
logic control
Prior art date
Application number
PCT/CN2013/084082
Other languages
English (en)
French (fr)
Inventor
孙敏
朱旭平
丁强
杨碧石
蒋春
李伟
Original Assignee
Sun Min
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201320535677.6U external-priority patent/CN203528738U/zh
Priority claimed from CN201310387079.3A external-priority patent/CN103434604B/zh
Application filed by Sun Min filed Critical Sun Min
Priority to DE212013000092.8U priority Critical patent/DE212013000092U1/de
Publication of WO2015027540A1 publication Critical patent/WO2015027540A1/zh

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J50/00—Arrangements specially adapted for use on cycles not provided for in main groups B62J1/00 - B62J45/00
    • B62J50/20—Information-providing devices
    • B62J50/21—Information-providing devices intended to provide information to rider or passenger
    • B62J50/22—Information-providing devices intended to provide information to rider or passenger electronic, e.g. displays

Definitions

  • Electric assist bicycle driving system capable of recognizing road surface condition
  • the invention relates to an electric assist bicycle driving system capable of recognizing a road surface state, and belongs to the field of an electric induction bicycle motor sensing induction control driving system. Background technique
  • Electric power-assisted bicycles in the European Union, the United States, Canada, Japan and other countries, the law stipulates that electric power cannot be directly driven. It is not possible to start the motor directly with a switch without the start of manpower. Then, using electric power to assist in riding, once the manpower stops riding, the power also stops riding immediately.
  • the electric assist bicycle drive system determines whether the vehicle is started or not. Generally, two modes are adopted, one is the acquisition speed, and the other is the acquisition torque. The following are descriptions of the two modes:
  • the system uses the speed sensor to collect whether the whole vehicle is started, and the riding speed. Then, through computer calculations, the motor is driven in real time to push the car forward, thus achieving the effect of assisting the ride.
  • the advantages of this method are: low product cost and reliable structure. easy installation.
  • the downside is that the rider is not comfortable enough. When encountering an uphill slope, the vehicle does not recognize the uphill slope, causing the manpower to ride uphill and effortlessly, reducing comfort.
  • the system uses the torque sensor to collect the strength of the rider's foot when riding the human. Through the computer operation, the motor is driven in real time, so that the manpower and the electric power work together to achieve the effect of assisting riding.
  • the advantage of this method is that the comfort is good, the strength of human riding is collected in real time, and the adjustment is real-time.
  • the driving power of the driving motor is the same as the driving torque of the human riding pedal. Disadvantages: The structure is complicated, the installation is complicated, the installation compatibility is not enough, the frame needs to be customized according to the size of the torque sensor, the cost is high, the reliability is not enough, the manufacturing requirements are high, and the special models cannot be installed.
  • the present invention discloses an electric assist bicycle driving system capable of recognizing a road surface state.
  • the driving system can recognize that the electric assist bicycle is uphill and downhill by the slope sensing and the cadence sensing device. , or the state of the flat road, and then through the logic control system, the motor drive system, so that the motor outputs different torques in different states, and finally the rider is always in a state of labor and comfort.
  • An electric assist bicycle driving system capable of identifying a road surface state, comprising a brake control unit, a cadence sensing unit, a slope sensing unit, a human-machine interaction interface, a logic control unit, a motor driving unit, a motor and a power assist ratio adjusting unit, the brake
  • the control unit, the cadence sensing unit, and the slope sensing unit are respectively connected to the logic control unit, and the logic control unit is respectively connected to the motor driving unit, the assist ratio adjusting unit and the human-machine interaction interface, and the motor is connected to the motor driving unit and the assist ratio adjusting unit at the same time.
  • the power assist ratio adjustment unit simultaneously connects the human-computer interaction interface.
  • the human-computer interaction interface and the logic control unit are feedback connections, and the boost ratio adjustment unit and the human-machine interaction interface are mutual feedback connections.
  • the cadence sensing unit is mounted and fixed to a pedal crank of the vehicle, and can generate a cadence signal and transmit it to the logic control unit.
  • the slope sensing unit uses a gravity level sensing device and is a 360 ° *360 ° level sensor that can be installed anywhere in the vehicle.
  • the logic control unit After receiving the cadence sensing signal, the logic control unit simultaneously receives the signal of the slope sensing unit to determine whether the vehicle is on a ramp, and if it is in a flat road, drives the motor speed according to the riding speed through the motor driving unit, if the vehicle is in a slope On the uphill slope, the logic control unit calculates the slope of the slope, and increases the output torque of the motor through the motor drive unit to allow the vehicle to climb. If the vehicle is downhill, the motor drive unit stops the motor torque output and allows the vehicle to slide downhill.
  • the human-computer interaction interface includes a liquid crystal display and one or more control buttons, and the liquid crystal display can display driving speed, driving mileage, system output current, power supply, assist ratio state, system fault detection; control button circuit connection assist ratio adjusting unit .
  • the motor drive unit executes an instruction of the logic control unit to convert the command of the logic control unit into a current or voltage that drives the motor.
  • the assist ratio adjusting unit collects the running state of the motor in real time, accepts the assist ratio command signal transmitted from the human-machine interaction interface, and sends a driving command to the logic control unit according to the real-time state of the motor, and the logic control unit is driven by the motor driving unit.
  • the motor the corresponding torque output.
  • the electric assist bicycle driving system has low cost and good riding comfort.
  • the invention solves the defect that the speed sensor cannot recognize the uphill slope, and solves the defect that the torque sensor has complicated structure, complicated installation and high cost.
  • the electric assist bicycle driving system which can recognize the road surface state includes a brake control unit, a cadence sensing unit, a slope sensing unit, a human-machine interaction interface, a logic control unit, a motor driving unit, a motor and a power assist ratio adjustment.
  • the unit, the brake control unit, the cadence sensing unit, the slope sensing unit are respectively connected to the logic control unit, and the logic control unit is respectively connected to the motor driving unit, the assist ratio adjusting unit and the human-machine interaction interface, and the motor is simultaneously connected to the motor driving unit and
  • the power assist ratio adjusting unit and the power assist ratio adjusting unit simultaneously connect the human-computer interaction interface; the human-machine interaction interface and the logic control unit are feedback connections, and the power-assisting ratio adjusting unit and the human-machine interaction interface are mutual feedback connections.
  • the brake control unit is that the rider needs to stop or needs to decelerate. After the brake action occurs, the brake switch is mounted on the brake lever. Once the braking action occurs, the logic control unit immediately receives the signal transmitted by the brake switch. At this point, it is judged that the rider wants to brake, and immediately stops the motor output, so that the motor torque output is zero and no longer drives.
  • the cadence sensing unit is mounted and fixed to the pedal of the vehicle, and can generate a cadence signal and transmit it to the logic control unit.
  • the device can output the cadence signal, and the logic control unit analyzes the vehicle after receiving the cadence signal. Whether it is riding, whether it is stopped, and the pedaling speed when riding.
  • the slope sensing unit uses a gravity level sensing device and is a 360 ° *360 ° level sensor that can be installed anywhere in the vehicle. When the vehicle is on the ramp, the vehicle must be in a tilted state.
  • the gravity level sensing device is used to output the vehicle tilt angle, and the tilt angle signal is output to the logic control unit.
  • the structure is simple and compact, and can be placed at any position. In a space greater than 2 C m*2 cm, it is connected to the logic control unit by wires.
  • the logic control unit After receiving the signal output by the cadence sensing unit and the signal output by the gradient sensing unit, the logic control unit first determines whether the vehicle is riding or not. If the cadence sensing signal is received, it is learned that the vehicle is started by human power, and the logic control unit detects Slope sensing signal, at this time to determine whether the vehicle is on the ramp, if it is in a flat road, through the motor drive unit, drive the motor speed according to the riding speed; if the vehicle breaks the slope uphill, calculate the slope gradient, through the motor drive unit, add Large motor output torque, let the vehicle climb the slope; If the vehicle is downhill, stop the motor torque output through the motor drive unit, let the vehicle slide downhill.
  • the human-computer interaction interface includes a liquid crystal display and a plurality of control buttons, the liquid crystal display can display, driving speed, driving mileage, system output current (power), power supply, power assist ratio status, system fault detection, display interface as shown in FIG. 2
  • the data required by the human-computer interaction interface is output through the logic control unit, and the data includes: driving speed, mileage, motor output power, remaining battery power, various fault codes.
  • the rider clearly knows the electrical state of the current vehicle, and the rider can adjust the system assist ratio according to the physical state of the rider through the control button provided on the human-computer interaction interface, so that the rider's physical fitness is in a good state, or hope Mainly with human riding, a small amount of power assist, can adjust the assist ratio to the lower gear position.
  • the man-machine interface sends a command to the boost ratio adjusting unit.
  • the assist ratio adjusting unit outputs the corresponding drive through the logic control unit according to the preset driving function. mode, Relying on the motor drive unit to make the motor output in a low power state can make the vehicle ride longer. On the contrary, the rider hopes that most of the electric power is assisted, and the body can be insufficient. At this time, the assist ratio can be adjusted to the higher position.
  • the man-machine interface sends a command to the assist ratio adjustment unit, and the assist ratio adjustment unit passes the pre-set drive function.
  • the logic control unit outputs the corresponding drive mode, and the motor drive unit is used to make the motor output in a high power consumption and high torque state, so that the rider's labor consumption is less.
  • the motor drive unit is an execution device of various instructions of the logic control unit, and converts the instructions of the logic control unit into various physical states of the motor, such as current, voltage, torque, and the like.
  • the assist ratio adjustment unit stores and calls various driving functions to collect the running state of the motor in real time, such as speed, voltage, current, etc., and accepts the assist ratio than the command signal transmitted from the human-machine interface, and then according to the real-time state of the motor.
  • driving function the driving command is sent to the logic control unit, and the logic control unit drives the motor through the motor driving unit to make a corresponding torque output.
  • the motor is the final output mechanism of the system, and the logic control unit collects all the commands, which are converted into torque by the motor.
  • the motor accepts physical quantities from the motor drive unit regarding current, voltage, and speed. At the same time, it feeds back the current and voltage speed data of the boost ratio control unit in real time.
  • the assist ratio adjustment unit collects the real-time data of the motor, it compares with its own drive function, and sends an adjustment command to the logic control unit again.
  • the assist ratio adjustment unit collects the motor operation parameters again until The motor operating parameters are in accordance with the boost ratio of the assist ratio adjustment unit.
  • Embodiment 1 Braking state
  • the logic control unit detects both the brake control unit, the cadence sensing unit, and the slope sensing unit, respectively, whether there is a signal. If it is detected that the brake control unit has a brake signal, regardless of whether the cadence sensing unit and the slope sensing unit have a signal, a stop command is output to the motor drive unit, and the motor cannot rotate.
  • the logic control unit detects the brake control unit, there is no brake signal, and the cadence sensing unit has no speed signal. Then, regardless of whether the slope sensing unit has a signal, the logic control unit regards the vehicle as having no intention to start, and the logic control unit stops the output. Command to the motor drive unit, the motor must not have any rotation.
  • the logic control unit detects the cadence sensing unit, has a signal, the brake control unit has no signal, the slope sensing unit has a signal, and the slope is calculated by the logic control unit, indicating that the vehicle has been started by human power, and is driven on a flat road.
  • the control unit calls the default standard drive function to drive the motor through the motor drive unit to generate torque, so that the whole vehicle is assisted in riding.
  • the motor collects the cadence signal sent by the cadence sensing unit in real time through the logic control unit to determine the driving parameters required by the motor. At the same time, the real-time state of the motor is fed back to the logic control unit by the assist ratio adjusting unit to determine whether the state of the motor reaches the state. The state of need.
  • the logic control unit monitors the cadence sensing unit in real time.
  • the signal of the slope sensing unit and the brake control unit changes, if the cadence sensing unit has a signal, the slope
  • the sensing unit has a signal indicating that the slope of the road changes during the riding process, and then determines whether it is uphill or downhill. If it is uphill, the output torque of the motor is calculated by the standard driving function.
  • the logic control unit drives the motor through the motor drive unit to adjust the torque increment.
  • the assist ratio adjustment unit collects the state of the motor in real time. After the acquisition, it compares with the parameters of the standard drive function to determine whether the specified parameter is reached.
  • the logic control unit sends a command to the motor drive unit for micro adjustment, and the assist ratio adjustment unit is again
  • the state of the collecting motor is implemented to form a state feedback mechanism of the motor, which is adjusted in real time, so that the rider feels comfortable and comfortable.
  • the logic control unit monitors the signal changes of the cadence sensing unit, the slope sensing unit and the brake control unit in real time. If the cadence sensing unit has a signal, the slope sensing unit has a signal indicating that the vehicle is in the process of riding, the road The slope changes, and then it is judged whether it is uphill or downhill. If it is downhill, it is known by the standard driving function that the system shuts down the motor when the downhill is down, and the vehicle is in a coasting state.
  • Embodiment 6 Application of human-computer interaction
  • the present invention provides a standard drive function that accommodates the riding experience of most people in a normal state. When the rider feels very tired, I hope that the motor will provide more torque and pay less manpower.
  • the command will be issued through the control button on the human-machine interface, the assist ratio adjustment unit will receive the adjustment adjustment command, and the standard drive. Function comparison, an instruction to send an enhanced or weakened drive, sent to the logic control unit, and then continuously monitor whether the motor has reached the desired
  • the goal of the section is to send or feedback a small amount of the command to the logic control unit for closed-loop control.
  • the human-computer interaction interface also accepts real-time information from the logic control unit, including vehicle speed, riding mileage, real-time power consumption, fault detection code, and system remaining power, for the rider to view in real time.
  • the human-computer interaction interface can also send a shutdown command to the logic control unit.
  • the shutdown command can be issued through the control button on the human-machine interface, and the logic control unit receives the shutdown command from the human-computer interaction interface.
  • the shutdown command is issued, the entire power assist system is turned off, saving energy.
  • the technical means disclosed in the solution of the present invention is not limited to the technical means disclosed by the above technical means, and includes a technical solution composed of any combination of the above technical features.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种可以识别路面状态的电动助力自行车驱动系统，包括刹车控制单元，踏频感应单元，坡度感应单元，人机交互界面，逻辑控制单元，电机驱动单元，电机和助力比调节单元，刹车控制单元，踏频感应单元，坡度感应单元分别连接到逻辑控制单元，逻辑控制单元分别连接到电机驱动单元、助力比调节单元和人机交互界面，电机同时连接电机驱动单元和助力比调节单元，助力比调节单元同时连接人机交互界面；逻辑控制单元与人机交互界面互为反馈调节，人机交互界面与助力比调节单元互为反馈调节。该电动助力自行车驱动系统不仅可以通过手动调节人机交互界面的控制按钮调节电机的助力比，还可以通过坡度感应单元随时监测道路坡度，根据上坡或下坡，增加或减小电机的助力比，保持骑行者处于较舒适的状态。

Description

一种可以识别路面状态的电动助力自行车驱动系统
技术领域
本发明涉及一种可以识别路面状态的电动助力自行车驱动系统， 属于电动助力自行车电机传感感应控制驱动系统领域。 背景技术
电动助力自行车， 在欧盟， 美国加拿大， 日本等国家， 法律规定 是不能使用电力直接驱动， 不可以在没有人力启动的前提下， 用开关 直接启动电机， 一定先要人力骑行， 整车启动后， 然后利用电力辅助 骑行， 一旦人力停止骑行， 电力同样立刻停止骑行。
当前，电动助力自行车驱动系统判断整车是否启动一般采取两种 模式，一种是采集速度，一种是采集力矩，下面是这两种方式的说明：
( 1 )、 采集速度， 系统通过速度传感器采集整车的是否启动， 以及骑 行速度。 然后通过电脑运算， 实时驱动电机， 推动车前进， 从而达到 助力骑行的效果。
该方式的优点是： 产品成本低廉， 结构可靠。安装简单。缺点是， 骑行者舒适性不够。遇到上坡时， 车辆无法识别上坡， 导致人力骑行 在上坡时费力， 降低舒适性。
( 2 )、采集力矩， 系统使用力矩传感器采集人力骑行时骑行者脚踏使 用的力度， 通过计算机运算， 实时驱动电机， 使得人力与电力共同作 用， 达到助力骑行的效果。
该方式的优点是舒适性好， 实时采集人力骑行的力度， 实时调整 驱动电机的驱动功率， 助力扭矩与人力骑行脚踏力度一致。缺点： 结 构复杂， 安装复杂， 安装兼容性不够， 需要根据力矩传感器的尺寸定 制车架， 造价高昂， 可靠性不够， 制造要求很高， 有特殊车型无法安 装。 发明内容
为了解决上述存在的问题，本发明公开了一种可以识别路面状态 的电动助力自行车驱动系统，本驱动系统通过坡度感应和踏频感应装 置， 使得系统能够识别电动助力自行车处在上坡， 下坡， 还是平路的 状态， 然后通过逻辑控制系统， 电机驱动系统， 使得电机在不同状态 输出不同的扭矩， 最终使骑行者一直处于一种省力舒适的状态。
一种可以识别路面状态的电动助力自行车驱动系统，包括刹车控 制单元， 踏频感应单元， 坡度感应单元， 人机交互界面， 逻辑控制单 元， 电机驱动单元， 电机和助力比调节单元， 所述刹车控制单元， 踏 频感应单元， 坡度感应单元分别连接到逻辑控制单元， 逻辑控制单元 分别连接到电机驱动单元、助力比调节单元和人机交互界面， 电机同 时连接电机驱动单元和助力比调节单元，助力比调节单元同时连接人 机交互界面。
所述人机交互界面与逻辑控制单元互为反馈连接，助力比调节单 元与人机交互界面为互反馈连接。
所述踏频感应单元安装固定在车辆的脚踏曲柄，能够产生踏频信 号， 并传递给逻辑控制单元。 所述坡度感应单元采用重力水平传感装置， 为 360 ° *360 ° 的水 平传感器， 可以安装在车辆任何地方。
所述逻辑控制单元接受到踏频感应信号后，同时接受坡度感应单 元的信号， 判断车辆是否处于坡道， 如果处于平路， 通过电机驱动单 元， 根据骑行速度驱动电机转速， 如果车辆处于坡道上坡， 逻辑控制 单元算出坡道坡度， 通过电机驱动单元， 加大电机输出扭矩， 让车辆 爬坡， 如果车辆处于下坡， 通过电机驱动单元， 停止电机扭矩输出， 让车辆下坡滑行。
所述人机交互界面包括液晶显示屏和 1个以上控制按钮，液晶显 示可以显示行车速度， 行车里程， 系统输出电流， 电源电量， 助力比 状态， 系统故障检测； 控制按钮电路连接助力比调节单元。
所述电机驱动单元执行逻辑控制单元的指令，将逻辑控制单元的 指令转换为驱动电机的电流或电压。
所述助力比调节单元实时采集电机的运行时的状态，接受人机交 互界面传递过来的助力比指令信号， 根据电机的实时状态， 发送驱动 指令给逻辑控制单元， 逻辑控制单元通过电机驱动单元驱动电机， 做 出对应的扭矩输出。
本电动助力自行车驱动系统， 造价低廉， 骑行舒适度好。解决了 速度传感器的无法识别上坡的缺陷， 解决了力矩传感器结构复杂， 安 装复杂， 造价高昂的缺陷。 附图说明 具体实施方式
下面结合附图和具体实施方式， 进一歩阐明本发明。
结合附图 1可见，本可以识别路面状态的电动助力自行车驱动系 统， 包括刹车控制单元， 踏频感应单元， 坡度感应单元， 人机交互界 面， 逻辑控制单元， 电机驱动单元， 电机和助力比调节单元， 所述刹 车控制单元，踏频感应单元，坡度感应单元分别连接到逻辑控制单元， 逻辑控制单元分别连接到电机驱动单元、助力比调节单元和人机交互 界面， 电机同时连接电机驱动单元和助力比调节单元， 助力比调节单 元同时连接人机交互界面；所述人机交互界面与逻辑控制单元互为反 馈连接， 助力比调节单元与人机交互界面为互反馈连接。
刹车控制单元是骑行者需要停车或者需要减速，发生刹车动作后， 在刹把上安装有刹车开关。一旦发生刹车动作， 逻辑控制单元立刻收 到刹车开关传递的信号， 此时判断， 骑行者要刹车， 此时立刻停止电 机输出， 使得电机扭矩输出为零， 不再驱动。
踏频感应单元安装固定在车辆的脚踏曲柄， 能够产生踏频信号， 并传递给逻辑控制单元。骑行者一旦用人力骑行电动助力自行车， 也 就是说， 只要骑行者使用脚踩动车辆脚踏曲柄， 该装置即可输出踏频 信号，逻辑控制单元接受到踏频信号后，分析出该车辆的是否在骑行， 是否停止， 以及骑行时的脚踏速度。 坡度感应单元采用重力水平传感装置， 为 360 ° *360 ° 的水平传 感器， 可以安装在车辆任何地方。 当车辆处于坡道上时， 车辆一定处 在一个倾斜的状态，此时使用重力水平传感装置，输出车辆倾斜角度， 将倾斜角度信号输出给逻辑控制单元， 其结构简单、 小巧， 可以放置 在任意大于 2Cm*2cm 的空间中， 通过导线连接至逻辑控制单元。
逻辑控制单元接受到踏频感应单元输出的信号和坡度感应单元 输出的信号后， 首先是判断， 车辆是否骑行， 如果接受到踏频感应信 号， 得知， 车辆通过人力启动， 逻辑控制单元检测坡度感应信号， 此 时判断车辆是否处于坡道， 如果处于平路， 通过电机驱动单元， 根据 骑行速度驱动电机转速； 如果车辆出破坡道上坡， 算出坡道坡度， 通 过电机驱动单元， 加大电机输出扭矩， 让车辆爬坡； 如果车辆处于下 坡， 通过电机驱动单元， 停止电机扭矩输出， 让车辆下坡滑行。
人机交互界面包括液晶显示屏和多个控制按钮，液晶显示屏可以 显示， 行车速度， 行车里程， 系统输出电流 （功率）， 电源电量， 助 力比状态， 系统故障检测， 显示界面如图 2所示， 通过逻辑控制单元 输出人机交互界面所需的数据， 数据包括： 行车速度， 里程， 电机输 出功率， 电池剩余电量， 各种故障代码。使得骑行者清晰的知道当前 车辆的电气状态， 骑行者根据自身的体能状态， 可同通过人机交互界 面上设置的控制按钮， 调节系统助力比， 使得骑行者体能处于很好的 状态， 或者希望主要用人力骑行， 少量电力辅助， 可以调节助力比低 档位， 此时人机界面发送指令给助力比调节单元， 助力比调节单元根 据预先设置好的驱动函数， 通过逻辑控制单元输出对应的驱动模式， 依靠电机驱动单元让电机输出处于低功耗状态，可以使整车骑行距离 更长。 反之， 骑行者希望大部分依靠电力助力， 自身体能不足， 此时 可以调节助力比高档位， 此时人机界面发送指令给助力比调节单元， 助力比调节单元根据预先设置好的驱动函数，通过逻辑控制单元输出 对应的驱动模式，依靠电机驱动单元让电机输出处于高功耗高扭矩状 态， 使得骑行者的人力消耗更少。
电机驱动单元为逻辑控制单元的各种指令的执行装置，将逻辑控 制单元的指令转换为电机的各种物理状态， 如电流， 电压， 扭矩等。
助力比调节单元存储和调用各种不同的驱动函数，实时采集电机 的运行时的状态， 如速度， 电压， 电流等， 接受人机交互界面传递过 来的助力比指令信号， 然后根据电机的实时状态， 通过驱动函数， 发 送驱动指令给逻辑控制单元，逻辑控制单元在通过电机驱动单元驱动 电机， 做出对应的扭矩输出。
电机为系统的最终输出机构， 逻辑控制单元采集一切的指令， 都 通过电机转换为扭矩。电机接受来自电机驱动单元的关于电流，电压， 转速的物理量。 同时反馈给助力比调节单元实时的电流电压转速数 据。助力比调节单元采集到电机实时数据后， 与自身的驱动函数做对 比， 再次发出调节指令给逻辑控制单元， 逻辑控制单元通过电机驱动 单元驱动电机后， 助力比调节单元再次采集电机运行参数， 直到电机 运行参数符合助力比调节单元的助力比要求为止。
下面具体介绍本发明的实施方法。
在整车启动前， 开启电源， 上电， 系统处于等待状态。 实施例 1 : 刹车状态
逻辑控制单元， 同时检测刹车控制单元， 踏频感应单元， 坡度感 应单元， 分别是否有信号。如果检测到刹车控制单元有刹车信号， 无 论踏频感应单元和坡度感应单元是否有信号，都将输出停止指令给电 机驱动单元， 电机不能有任何转动。
实施例 2 : 静止状态
逻辑控制单元检测刹车控制单元， 没有刹车信号， 踏频感应单元 没有速度信号， 那么无论坡度感应单元是否有信号， 逻辑控制单元都 将车辆视为没有启动意愿，此时逻辑控制单元都将输出停止指令给电 机驱动单元， 电机不能有任何转动。
实施例 3 : 平路骑行
逻辑控制单元检测到踏频感应单元， 有信号， 刹车控制单元没有 信号， 坡度感应单元有信号， 通过逻辑控制单元计算得出无坡度， 说 明车辆已经通过人力启动， 在平路上行驶， 此时逻辑控制单元， 调用 默认标准驱动函数， 通过电机驱动单元驱动电机， 产生扭矩， 使整车 处于助力骑行。电机通过逻辑控制单元实时采集踏频感应单元发出的 踏频信号， 判断电机所需要的驱动参数； 同时电机的实时状态由助力 比调节单元， 反馈给逻辑控制单元， 来判断电机的状态是否达到所需 要的状态。
实施例 4: 上坡骑行
在骑行过程中， 逻辑控制单元， 实时监测踏频感应单元。坡度感 应单元和刹车控制单元的信号变化， 如果踏频感应单元有信号， 坡度 感应单元有信号， 说明车辆在骑行过程中， 道路的坡度发生变化， 继 而判断是上坡还是下坡， 如果是上坡， 通过标准驱动函数计算出上坡 时，电机输出扭矩的增量，逻辑控制单元通过电机驱动单元驱动电机， 进行调整扭矩增量。 助力比调节单元实时采集电机的状态， 采集后， 与标准驱动函数的参数进行对比， 判断是否达到指定参数， 如果没有 达到， 逻辑控制单元发送指令给电机驱动单元进行微量调整， 助力比 调节单元再次实施采集电机的状态， 形成电机的状态反馈机制， 实时 调整， 使得骑行者感觉助力舒适。
实施例 5 : 下坡骑行
在骑行过程中， 逻辑控制单元实时监测踏频感应单元、坡度感应 单元和刹车控制单元的信号变化， 如果踏频感应单元有信号， 坡度感 应单元有信号， 说明车辆在骑行过程中， 道路的坡度发生变化， 继而 判断是上坡还是下坡， 如果是下坡， 通过标准驱动函数得知， 下坡时 系统关闭电机， 让车辆处于滑行状态。
实施例 6: 人机交互的应用
在车辆的实时骑行状态中， 骑行者的体能状态时刻在变化， 骑行 者需要能够调节系统驱动模式， 来适应骑行者的体能变化。本发明提 供一种标准驱动函数， 适应大部分人在正常状态下的骑行感受。当骑 行者感觉很疲倦的时候， 希望电机给提供更多的扭矩， 付出更少的人 力， 通过人机交互界面上的控制按钮发出指令， 助力比调节单元接受 到调节调节指令后， 和标准驱动函数对比， 发出增强或者减弱的驱动 的指令， 发给逻辑控制单元， 然后不停的实时监测电机是否达到要调 节的目标， 将微量的调增指令发送或反馈给逻辑控制单元， 进行闭环 控制。
人机交互界面同时接受来自逻辑控制单元的实时信息， 包括车辆 时速， 骑行里程， 实时功耗， 故障检测代码， 系统剩余电量等， 供骑 行者实时查看。
人机交互界面同时还可以对逻辑控制单元发送关机指令， 当骑行 者不需要电动助力系统的助力，可以通过人机界面上的控制按钮发出 关机指令， 逻辑控制单元接受到人机交互界面发出的关机指令时， 整 个助力系统关闭， 节约能耗。
本发明方案所公开的技术手段不仅限于上述技术手段所公开的技 术手段， 还包括由以上技术特征任意组合所组成的技术方案。

Claims

权 利 要 求
1. 一种可以识别路面状态的电动助力自行车驱动系统， 其特征是包 括刹车控制单元， 踏频感应单元， 坡度感应单元， 人机交互界面， 逻辑控制单元， 电机驱动单元， 电机和助力比调节单元， 所述刹 车控制单元， 踏频感应单元， 坡度感应单元分别连接到逻辑控制 单元， 逻辑控制单元分别连接到电机驱动单元、 助力比调节单元 和人机交互界面， 电机同时连接电机驱动单元和助力比调节单元， 助力比调节单元同时连接人机交互界面。
2. 根据权利要求 1所述的一种可以识别路面状态的电动助力自行车 驱动系统， 其特征是所述人机交互界面与逻辑控制单元互为反馈 连接， 助力比调节单元与人机交互界面为互反馈连接。
3. 根据权利要求 1所述的一种可以识别路面状态的电动助力自行车 驱动系统， 其特征是所述踏频感应单元安装固定在车辆的脚踏曲 柄， 能够产生踏频信号， 并传递给逻辑控制单元。
4. 根据权利要求 1所述的一种可以识别路面状态的电动助力自行车 驱动系统， 其特征是所述坡度感应单元采用重力水平传感装置为 360 ° *360 ° 的水平传感器， 可以安装在车辆任意地方。
5. 根据权利要求 1或 2或 3或 4所述的一种可以识别路面状态的电 动助力自行车驱动系统， 其特征是所述逻辑控制单元接受到踏频 感应信号后，同时接受坡度感应单元的信号， 判断车辆是否处于坡 道， 如果处于平路， 通过电机驱动单元， 根据骑行速度驱动电机 转速， 如果车辆处于坡道上坡， 逻辑控制单元算出坡道坡度， 通 过电机驱动单元， 加大电机输出扭矩， 让车辆爬坡， 如果车辆处 于下坡， 通过电机驱动单元， 停止电机扭矩输出， 让车辆下坡滑 行。
6. 根据权利要求 5所述的一种可以识别路面状态的电动助力自行车 驱动系统， 其特征是所述人机交互界面包括液晶显示屏和 1个以 上控制按钮， 液晶显示可以显示行车速度， 行车里程， 系统输出 电流， 电源电量， 助力比状态， 系统故障检测； 控制按钮电路连 接助力比调节单元。
7. 根据权利要求 5所述的一种可以识别路面状态的电动助力自行车 驱动系统， 其特征是所述电机驱动单元执行逻辑控制单元的指令， 将逻辑控制单元的指令转换为驱动电机的电流或电压。
8. 根据权利要求 7所述的一种可以识别路面状态的电动助力自行车 驱动系统， 其特征是所述助力比调节单元实时采集电机的运行时 的状态， 接受人机交互界面传递过来的助力比指令信号， 根据电 机的实时状态， 发送驱动指令给逻辑控制单元， 逻辑控制单元通 过电机驱动单元驱动电机， 做出对应的扭矩输出。
PCT/CN2013/084082 2013-08-30 2013-09-24 一种可以识别路面状态的电动助力自行车驱动系统 WO2015027540A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE212013000092.8U DE212013000092U1 (de) 2013-08-30 2013-09-24 Antriebssystem für Pedelecs zur Erkennung eines Fahrbahnzustands

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201320535677.6U CN203528738U (zh) 2013-08-30 2013-08-30 一种可以识别路面状态的电动助力自行车驱动系统
CN201310387079.3 2013-08-30
CN201310387079.3A CN103434604B (zh) 2013-08-30 2013-08-30 一种可以识别路面状态的电动助力自行车驱动系统
CN201320535677.6 2013-08-30

Publications (1)

Publication Number Publication Date
WO2015027540A1 true WO2015027540A1 (zh) 2015-03-05

Family

ID=52585459

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2013/084082 WO2015027540A1 (zh) 2013-08-30 2013-09-24 一种可以识别路面状态的电动助力自行车驱动系统

Country Status (1)

Country Link
WO (1) WO2015027540A1 (zh)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10081409B2 (en) * 2015-08-28 2018-09-25 Shimano Inc. Bicycle control apparatus and bicycle driving device equipped with a control apparatus
CN108896090A (zh) * 2018-06-28 2018-11-27 上海钧正网络科技有限公司 一种电单车踏频检测系统及其检测方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005335534A (ja) * 2004-05-27 2005-12-08 Matsushita Electric Ind Co Ltd 補助動力装置付き車両
CN1765692A (zh) * 2005-11-03 2006-05-03 李平 小型电动/助力自行车/三轮车及其控制器与传感器
CN102219042A (zh) * 2010-04-19 2011-10-19 三洋电机株式会社 电动辅助自行车
CN202029108U (zh) * 2011-05-18 2011-11-09 河南省煤气(集团)有限责任公司义马气化厂 一种活塞式压缩机气阀安装专用工具
CN102826160A (zh) * 2012-09-05 2012-12-19 苏州科易特自动化科技有限公司 电动自行车智能助力控制器

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005335534A (ja) * 2004-05-27 2005-12-08 Matsushita Electric Ind Co Ltd 補助動力装置付き車両
CN1765692A (zh) * 2005-11-03 2006-05-03 李平 小型电动/助力自行车/三轮车及其控制器与传感器
CN102219042A (zh) * 2010-04-19 2011-10-19 三洋电机株式会社 电动辅助自行车
CN202029108U (zh) * 2011-05-18 2011-11-09 河南省煤气(集团)有限责任公司义马气化厂 一种活塞式压缩机气阀安装专用工具
CN102826160A (zh) * 2012-09-05 2012-12-19 苏州科易特自动化科技有限公司 电动自行车智能助力控制器

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10081409B2 (en) * 2015-08-28 2018-09-25 Shimano Inc. Bicycle control apparatus and bicycle driving device equipped with a control apparatus
US10889352B2 (en) 2015-08-28 2021-01-12 Shimano Inc. Bicycle control apparatus and bicycle driving device equipped with a control apparatus
US10906607B2 (en) 2015-08-28 2021-02-02 Shimano Inc. Bicycle control apparatus and bicycle driving device equipped with a control apparatus
CN108896090A (zh) * 2018-06-28 2018-11-27 上海钧正网络科技有限公司 一种电单车踏频检测系统及其检测方法
CN108896090B (zh) * 2018-06-28 2024-04-16 上海钧正网络科技有限公司 一种电单车踏频检测系统及其检测方法

Similar Documents

Publication Publication Date Title
NL1040925B1 (en) Electric power-assisted bicycle driving system capable of recognizing state of road.
TWI545055B (zh) A central control system for bicycles
CN203528738U (zh) 一种可以识别路面状态的电动助力自行车驱动系统
JP4662226B2 (ja) 電動補助自転車のインジケータ
US6684971B2 (en) Intelligent electric bicycle automatically operable in different modes
EP2377713A1 (en) Electrically assisted bicycle
US20150019062A1 (en) Pedal Assisted Bicycle And Method Of Controlling The Pedal Assisted Bicycle
JP2003204602A (ja) 電動車両の回生制御装置
US20140365013A1 (en) Control system
JP5450194B2 (ja) 電動補助自転車
EP2783970B1 (en) Controller for electric bicycle, power unit for electric bicycle, and electric bicycle
TWI733136B (zh) 馬達控制裝置、方法及電動輔助車
WO2016177084A1 (zh) 一种助力骑行车助力控制装置、助力控制方法及其自动变速方法
US10053184B2 (en) Bicycle motor control system
JP3480998B2 (ja) 電動モータ付き乗り物
TW201922580A (zh) 人力驅動車輛用控制裝置
WO2019042373A1 (zh) 一种助力车的控制方法及系统
WO2015027540A1 (zh) 一种可以识别路面状态的电动助力自行车驱动系统
EP0650888B1 (en) Electrically assisted pedal operated vehicle
JP3480997B2 (ja) 電動モータ付き乗り物
TWM324630U (en) Power assisting system of electrical power assisting bicycle
CN110040208B (zh) 一种助力传感控制方法
JP2000247287A (ja) 自転車用外部環境検知制御補助動力システム
EP3613661B1 (en) Assistance control system
TWI616376B (zh) Moped power control system

Legal Events

Date Code Title Description
WWE Wipo information: entry into national phase

Ref document number: 212013000092

Country of ref document: DE

Ref document number: 2120130000928

Country of ref document: DE

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13892538

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 13892538

Country of ref document: EP

Kind code of ref document: A1