JP4124411B2 - Electric assist bicycle regenerative control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a regeneration control device for a battery-assisted bicycle, and more particularly to a regeneration control device for a battery-assisted bicycle that can recharge a battery by interrupting or restricting the application of assist force when the pedal force is low.
[0002]
[Prior art]
There is known an electrically assisted bicycle including a manpower driving system for transmitting a pedaling force applied to a pedal to a rear wheel and a motor driving system capable of adding an assisting force to the manpower driving system according to the pedaling force. Yes. In this battery-assisted bicycle, it is desired to reduce battery consumption and extend the distance traveled by one charge. For example, Japanese Patent Application Laid-Open No. 2000-72080 discloses an electric motor that suppresses battery consumption by stopping the supply of current to the motor or lowering the current value when an auxiliary force is not required, such as when traveling on a flat road. A method for controlling an auxiliary force of an auxiliary bicycle is disclosed.
[0003]
In addition, it is known that this battery-assisted bicycle performs regenerative charging when braking on a downhill or the like so that energy can be used efficiently.
[0004]
[Problems to be solved by the invention]
However, in the conventional battery-assisted bicycle, regenerative charging is performed under predetermined conditions, and no special consideration has been given to regenerative charging in accordance with the user's intention and needs. In addition, the conventional regenerative charging is limited, and it has not been possible to increase the energy efficiency by further increasing the opportunities for regenerative charging. Further, no special consideration has been given to the setting of the assist mode in accordance with the degree of regeneration.
[0005]
The present invention has been made in view of the above-described conventional technology, and an object thereof is to provide a regeneration control device for a battery-assisted bicycle that can perform regenerative charging in accordance with the user's intention and needs. Another object of the present invention is to provide a regeneration control device for a battery-assisted bicycle that sets an assist mode suitable for the degree of regenerative charging.
[0006]
[Means for Solving the Problems]
In order to achieve the above-described object, the present invention provides a regeneration control device for an electrically assisted bicycle that adds an assisting force to a human-powered drive system in accordance with a pedaling force applied to a pedal. And a mode switch capable of selecting the mode of regenerative charging of the battery, the mode switch , Regenerative charging only when the brake is operated, Regenerative charging mode other than during brake operation Switch There is a feature in this point.
[0007]
According to this feature, by selecting the mode switch by the user, in other words, according to the user's intention and needs, regenerative charging can be performed other than during the brake operation.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a side view of the battery-assisted bicycle according to the embodiment of the present invention. The body frame 2 of the battery-assisted bicycle includes a head pipe 21 located at the front of the vehicle body, a down pipe 22 extending downward and rearward from the head pipe 21, and a seat post 23 rising upward from the vicinity of the end portion of the down pipe 22. Prepare. The connecting portion between the down pipe 22 and the seat post 23 and the peripheral portion thereof are covered with a resin cover 33 that is divided into two parts in the vertical direction and is attached and detached. A steering handle 27 is rotatably inserted into the upper portion of the head pipe 21 via a handle post 27A, and a front fork 26 connected to the handle post 27A is supported at the lower portion of the head pipe 21. A front wheel WF is rotatably supported at the lower end of the front fork 26.
[0009]
At the bottom of the vehicle body frame 2, an electric auxiliary unit 1 as a driving device including an electric motor (not shown) for assisting treading force is connected to a connecting portion 92 at the lower end of the down pipe 22 and a battery bracket welded to the seat post 23. 49, and is suspended by bolting at three locations, namely, a connecting portion 91 provided at the front portion of 49 and a connecting portion 90 at the rear portion of the bracket 49. In the connecting portion 90, the chain stay 25 is fastened together with the electric auxiliary unit 1.
[0010]
The power switch unit (or mode switch) 29 of the electric auxiliary unit 1 is provided in the vicinity of the head pipe 21 on the down pipe 22. From this power switch unit 29, it is possible to select an eco mode (details will be described later) for suppressing power consumption and a super eco mode (details will be described later) for suppressing power consumption and increasing the frequency of regenerative charging. Yes. The power switch unit 29 can be turned on by a key, but may be turned on by a remote control switch using an infrared signal, for example. In this case, the power switch unit 29 is provided with a receiver that receives an infrared signal transmitted from the remote control switch.
[0011]
The electric auxiliary unit 1 is provided with a drive sprocket 13, and the rotation of the crankshaft 101 is transmitted from the drive sprocket 13 to the rear sprocket 14 through the chain 6. The handle 27 is provided with a brake lever 27B, and the operation of the brake lever 27B is transmitted to a brake device (not shown) of the rear wheel WR through the brake wire 39. Further, a brake switch (not shown) that is turned on when the brake lever 27B is operated is provided, and the operation of the brake lever 27B is detected by the brake switch.
[0012]
A crankshaft 101 is rotatably supported on the electric auxiliary unit 1, and pedals 12 are pivotally supported on both left and right ends of the crankshaft 101 via cranks 11. A rear wheel WR as a drive wheel is pivotally supported between the terminal ends of a pair of left and right chain stays 25 extending rearward from the electric auxiliary unit 1. A pair of left and right seat stays 24 are provided between the upper portion of the seat post 23 and the terminal ends of both chain stays 25. A seat pipe 31 having a seat 30 at the upper end is slidably mounted on the seat post 23 in order to adjust the height of the seat 30.
[0013]
A battery 4 is mounted below the seat 30 and behind the seat post 23. The battery 4 is accommodated in the storage case and attached to the battery bracket 49. The battery 4 includes a plurality of battery cells, and is installed along the seat post 23 so that the longitudinal direction is substantially vertical.
[0014]
3 is a cross-sectional view of the electric auxiliary unit 1, and FIG. 4 is a view taken along the line AA of FIG. The case of the electric auxiliary unit 1 includes a main body 70, and a left cover 70L and a right cover 70R attached to both side surfaces thereof. The case 70, the left cover 70L, and the right cover 70R are manufactured by a resin molded product for weight reduction. On the periphery of the case body 70, hangers 90a, 91a, and 92a are formed, which are adapted to the connecting portions 90, 91, and 92 of the down pipe 22 and the battery bracket 49, respectively. The main body 70 is provided with a bearing 71, and the right cover 70R is provided with a bearing 72. A crankshaft 101 is inscribed in the inner ring of the bearing 71, and a sleeve 73 is provided in the inner ring of the bearing 72 so as to be coaxial with the crankshaft 101 and slidable in the outer circumferential direction with respect to the crankshaft 101. That is, the crankshaft 101 is supported by the bearing 71 and the bearing 72.
[0015]
A boss 74 is fixed to the sleeve 73, and an assist gear 76 is provided on the outer periphery of the boss 74 via a one-way clutch 75 made of, for example, a ratchet mechanism. The assist gear 76 is preferably made of resin from the viewpoint of weight reduction, and is preferably a helical gear from the viewpoint of quietness.
[0016]
A gear 73a is formed at the end of the sleeve 73, and three planetary gears 77 are disposed on the outer periphery of the gear 73a as a sun gear. The planetary gear 77 is supported by a shaft 77 a standing on the support plate 102, and the support plate 102 is supported by the crankshaft 101 via a one-way clutch 78. The planetary gear 77 meshes with an inner gear formed on the inner periphery of the pedaling force detection ring 79. A driving sprocket 13 connected to the rear sprocket 14 by a chain 6 is fixed to an end portion (side where no gear is formed) of the sleeve 73.
[0017]
The pedaling force detection ring 79 has arms 79a and 79b projecting from the outer periphery thereof. The arms 79a and 79b are tension springs 80 provided between the arm 79a and the main body 70, and the arm 79b and the main body 70. The crankshaft 101 is urged in a direction opposite to the rotation direction during traveling (clockwise in the figure) by a compression spring 81 provided between the two. The compression spring 81 is provided to prevent the ring 79 from rattling. The arm 79b is provided with a potentiometer 82 for detecting the displacement of the ring 79 in the rotational direction.
[0018]
A clutch plate 86 for regenerative power generation is disposed adjacent to the assist gear 76 via a spring washer 85. The clutch plate 86 further presses the plate 86 toward the assist gear 76 against the spring washer. A pressure plate 87 is disposed adjacent to the pressure plate 87. Both the clutch plate 86 and the pressure plate 87 are slidable in the axial direction with respect to the sleeve 73.
[0019]
The pressure plate 87 is biased toward the clutch plate 86 by a cam 88 brought into contact with an inclined surface formed in the hub portion. The cam 88 is rotatably supported on the right cover 70R by a shaft 89, and the actuator 7 is fixed to an end portion of the shaft 89, that is, a portion protruding to the outside from the right cover 70R. The actuator 7 is controlled by a regenerative control signal supplied from the controller 100, as will be apparent from the following description. When the actuator 7 is rotated by a control amount, the cam 88 is rotated around the shaft 89 accordingly. In place of the actuator 7, a solenoid may be used.
[0020]
A pinion 83 fixed to the shaft of the motor M is engaged with the assist gear 76. The motor M is a three-phase brushless motor, and includes a rotor 111 having a magnetic pole 110 of a neodymium (Nd—Fe—B system) magnet, a stator coil 112 provided on the outer periphery thereof, and a magnetic pole provided on a side surface of the rotor 111. Rubber magnet ring for sensor (N-pole and S-pole are alternately arranged to form a ring) 113, Hall IC 115 arranged opposite to rubber magnet ring 113 and attached to substrate 114, rotor 111 shafts 116. The shaft 116 is supported by a bearing 98 provided on the left cover 70L and a bearing 99 provided on the case body 70.
[0021]
A controller 100 including a driver FET and a capacitor for controlling the motor M and the actuator 7 is provided near the front of the vehicle body of the case body 70, and power is supplied to the stator coil 112 or the actuator 7 through the FET. The controller 100 operates the motor M and the actuator 7 in accordance with the pedaling force detected by the potentiometer 82 as a pedaling force detector, and generates auxiliary force and regeneration.
[0022]
The case main body 70 and the covers 70L and 70R are preferably made of a resin molded product from the viewpoint of weight reduction, but on the other hand, it is necessary to increase the strength around the bearing. In the electric auxiliary unit 1 of the present embodiment, metal reinforcing members 105, 106, and 107 such as iron, aluminum, aluminum alloy, and copper alloy are disposed around the bearing. In particular, the reinforcing members arranged in the case main body 70 are portions where a large load is expected, such as the bearing 71 of the crankshaft 101, the bearing 99 of the motor shaft 116, and the hangers 90a, 91a, and 92a that are attachment members to the vehicle body. Therefore, the reinforcing members of the respective parts are connected to each other to form an integral reinforcing plate 105. According to the reinforcing plate 105, the reinforcing members arranged around the bearings and the hangers communicate with each other to further enhance the reinforcing effect.
[0023]
The reinforcing plate 105 is not limited to connecting all of the reinforcing members around the bearing 71 and the bearing 99 and the hangers 90a, 91a, and 92a. Among these reinforcing members, those close to each other, for example, around the hanger 90a. The reinforcing member and the reinforcing member around the bearing 99 may be connected, or the reinforcing member around the bearing 71 and one of the reinforcing members around the bearing 99 or the hangers 90a, 91a, and 92a may be connected. The reinforcing members 105, 106, and 107 are preferably formed integrally with the case 70 and the covers 70L and 70R during resin molding.
[0024]
In the electric auxiliary unit 1 configured as described above, when a pedaling force is applied to the crankshaft 101 via the crank 11, the crankshaft 101 rotates. The rotation of the crankshaft 101 is transmitted to the support plate 102 via the one-way clutch 78, the shaft 77a of the planetary gear 77 is rotated around the sun gear 73a, and the sun gear 73a is rotated via the planetary gear 77. As the sun gear 73a rotates, the drive sprocket 13 fixed to the sleeve 73 rotates.
[0025]
When a load is applied to the rear wheel WR, the pedaling force detection ring 79 rotates according to the magnitude of the load, and the amount of rotation is detected by the potentiometer 82. When the output of the potentiometer 82, that is, the output corresponding to the load is larger than the predetermined value, the motor M is energized according to the magnitude of the load, and an auxiliary force is generated. The auxiliary force is combined with the driving torque generated by the human power generated at the crankshaft 101 and transmitted to the driving sprocket 13.
[0026]
When a brake is applied to decelerate the vehicle during traveling, the brake switch is turned on and the actuator 7 is driven to rotate a predetermined amount. As a result, the cam 88 rotates about the shaft 89, and the pressure plate 87 presses the clutch plate 86. Subsequently, the clutch plate 86 is biased toward the assist gear 76, and the boss 74 and the assist gear 76 are coupled, and the rotation of the boss 74 is transmitted to the assist gear 76. Accordingly, the rotation of the driving sprocket 13 during braking is transmitted to the pinion 83 through the sleeve 73, the boss 74 and the assist gear 76. When the pinion 83 rotates, an electromotive force is generated in the stator coil 112, and regenerative power generation is performed. The current generated by the power generation is supplied to the battery 4 through the controller 100, and the battery 4 is charged.
[0027]
In this embodiment, the assist cut is performed when a scheduled control standard is satisfied, such as when traveling on a flat road, while the assist is resumed when another scheduled control standard is satisfied, and the regeneration is performed when the brake switch is turned on. When charging on the road (hereinafter referred to as “eco-mode”) and driving on a flat road or downhill, regenerative charging is performed when the scheduled control criteria are satisfied, and other scheduled control criteria are satisfied. The driver can select the mode for resuming assist when driving (hereinafter referred to as “super eco mode”). FIG. 5 is a plan view illustrating an example of the power switch unit 29.
[0028]
In the figure, a mode can be selected by inserting a key (not shown) into the keyhole 32 and rotating the key. If the key is in the “OFF” position, the electric auxiliary unit 1 is powered off, and no electric power is supplied from the battery 4 to the electric auxiliary unit 1. By turning the key to the “ON” position, power can be supplied to the electric auxiliary unit 1 and when the pedaling force exceeds the predetermined value, the auxiliary force read from the preset map The motor M is controlled so that the assisting force is applied according to the ratio (assist ratio) with the pedaling force. Further, when the key is set to the position of “ECO”, “eco mode” is selected, and as will be described in detail later, it is possible to perform control in which assist is started or assist cut is performed according to a predetermined control standard. In addition, when the key is set to the “S-ECO” position, “super eco mode” is selected, and as will be described in detail later, it is possible to perform control such that assist is started or regenerative charging is performed according to a predetermined control standard. become. The power switch unit 29 is preferably attached to the vehicle body so that the “ON” position is oriented in the traveling direction of the vehicle body.
[0029]
Next, the assist, assist cut and regenerative charge in the eco mode, and the assist and regenerative charge in the super eco mode will be described.
[0030]
In the eco mode, when the pedaling force history is detected and it is determined that the pedaling force is transitioning at an assist unnecessary level lower than the scheduled value (hereinafter referred to as “assist cut level”), the assist cut is performed. . FIG. 6 is a diagram showing a pedaling force history for explaining the assist cut conditions, and also shows the counter value CNTBT of the counter updated according to the magnitude of the pedaling force. Note that the pedaling force fluctuates periodically corresponding to the rotation period of the crank. In the figure, a pedaling force upper limit value TRQUP and a pedaling force lower limit value TRQBT are set. The pedaling force upper limit value TRQUP is set, for example, in the range of 15 to 20 kgf, and the pedaling force lower limit value TRQBT is set, for example, in the range of 13 to 15 kgf. The pedal force is detected, for example, by an interrupt process every 10 milliseconds.
[0031]
When the pedaling force TRQA is equal to or less than the pedaling force lower limit value TRQBT, the counter value CNTBT of the low level counter is incremented (+1). When the pedaling force TRQA is equal to or greater than the pedaling force upper limit value TRQUP, the counter value CNTBT is decremented (−1). When the pedal effort TRQA is equal to or greater than the pedal effort lower limit value TRQBT and less than the pedal effort upper limit value TRQUP, the counter value CNTBT is not changed. When the counter value CNTBT exceeds the reference value (counter reference value) TTED, the assist cut is performed assuming that the pedal effort TRQA is changing at the assist cut level.
[0032]
The counter value CNTBT can be reset when the pedal effort TRQA exceeds a reset level RESET set above the pedal effort upper limit value TRQUP, or when an assist start condition described later is satisfied. Even when the brake switch is on, regenerative charging is performed based on preset conditions.
[0033]
Next, the regenerative charge in the super eco mode is regeneratively charged under the same conditions as the assist cut in the eco mode. That is, when the counter value CNTBT exceeds the reference value (counter reference value) TTED, regenerative charging is performed assuming that the pedal effort TRQA is changing at the regenerative charge level. In the following description, the regenerative charge start condition counter value KSR is defined for easy understanding, but the counter value KSR and the counter value CNTBT can be considered as the same value.
[0034]
Next, control for starting assist in the eco mode and the super eco mode will be described. Assist is based on an assist ratio corresponding to the planned level when the pedaling force level is detected and it is determined that the pedaling force level is a level that requires assisting force (hereinafter referred to as “assist level”). . FIG. 7 is a diagram showing a pedaling force history for explaining the assist start condition, and also shows a counter value CNTASL that is updated every time the pedaling force exceeds a reference value. In the same figure, a reference value TRQASL for the pedaling force level, which is an assist start determination factor, is set, and the number of times when the peak value of the changing pedaling force TRQA exceeds the reference value TRQASL is set as the counter value CNTASL of the assist start counter. Here, the counter value CNTASL is configured to decrement (-1) every time the peak value of the pedal effort TRQA exceeds the reference value TRQASL, the counter value CNTASL becomes “0”, and the pedal effort TRQA exceeds the reference value TRQASL. The pedaling force is determined to be at the assist request level, and the assist start condition is satisfied.
[0035]
Specifically, FIG. 7 shows an example in which the initial value of the counter value CNTASL is “3”. In the figure, the peak value of the treading force TRQA exceeds the reference value TRQASL at the timing t1, t2, and the counter value CNTASL is decremented twice, but the peak value in the next fluctuation cycle does not exceed the reference value TRQASL. At t3, the counter value CNTASL is reset to the initial value. Thereafter, the counter value CNTASL is decremented to “0” at timings t4, t5, and t6, and when the pedaling force TRQA exceeds the reference value TRQASL at timing t7, the assist start condition is satisfied and the assist is started. .
[0036]
The reference value TRQASL can be set at a plurality of levels, and counter values CNTASL different from other levels can be set corresponding to each level. FIG. 8 is a diagram showing a pedaling force history for explaining the assist start establishment condition at each reference value when a plurality of reference values TRQASL are set. In the figure, the reference value TRQASL1 corresponds to the pedaling force when gradually accelerating during flat road cruising, and is set to 20 kgf, for example. The reference value TRQASL2 corresponds to the pedaling force when approaching a gentle slope, for example, 30 kgf Is set. Further, the reference value TRQASL3 corresponds to the pedaling force at the time of starting, a steep climb, or a sudden acceleration during cruising, and is set to 35 kgf, for example. In addition, the counter value CNTASL1 corresponding to the reference value TRQASL1 is set to “5”, the counter value CNTASL2 corresponding to the reference value TRQASL2 is set to “3”, and the counter value CNTASL3 corresponding to the reference value TRQASL3 is set to “2”. . It goes without saying that these settings may be arbitrarily set according to the character of the vehicle and the user.
[0037]
In such a setting, referring to FIG. 8, when accelerating gradually during flat road cruising, the counter value CNTASL1 is “0” at the timing t10 and the pedaling force TRQA exceeds the reference value TRQASL1. Assist is started at the ratio of pedal effort (assist ratio) corresponding to TRQASL1. Further, when it is about to climb a gentle slope, the counter value CNTASL2 is “0” at timing t11, and the pedaling force TRQA exceeds the reference value TRQASL2, so that the assist ratio is switched to the assist with the reference value TRQASL2. . Further, at the time of starting, the counter value CNTASL3 is “0” at a timing t13 a short time after the start of starting t12 and the pedaling force TRQA exceeds the reference value TRQASL3. Therefore, the assist ratio corresponding to the reference value TRQASL3 is used. Assist starts.
[0038]
The counter values CNTASL1 to CNTASL3 are initialized when the assist is stopped and when the CPU is reset.
[0039]
FIG. 9 is a flowchart showing a main part of the processing in the eco mode including the assist and assist cut described in FIGS. First, in step S12, it is determined whether or not the brake switch is turned on. If this determination is negative, the process proceeds to step S1, and if the determination is positive, the process proceeds to step S13. In step S13, regenerative braking is continued while the brake switch is on (step S14 is positive). When the brake switch is turned off, the process proceeds to step S15 to stop regenerative braking.
[0040]
Next, in step S1, the pedal effort TRQA is detected. In step S2, the peak value of the pedal effort TRQA is detected. When the peak value exceeds the reference value TRQASL, the counter value CNTASL is decremented. When the peak value does not exceed the reference value TRQASL, the counter value CNTASL is reset. In step S3, it is determined whether or not the pedal effort level is an assist level corresponding to the reference value TRQASL based on whether or not the counter value CNTASL is “0”. In step S4, it is determined whether or not the pedal effort TRQA (current value) exceeds the reference value TRQASL.
[0041]
If step S4 is affirmative, that is, if the pedal effort is at a predetermined level and the current pedal effort TRQA exceeds the reference value TRQASL, the routine proceeds to step S5 and assist is permitted. In this assist, the assist force is calculated based on the assist ratio obtained from the reference value TRQASL of the pedaling force and the vehicle speed, and the output of the motor M is controlled so as to obtain this assist force.
[0042]
In step S6, it is determined whether or not the pedal effort level is an assist cut level based on the magnitude relationship between the pedal effort upper limit value TRQUP and the pedal effort lower limit value TRQBT and the pedal effort TRQA. In step S7, according to the determination result in step S6, the counter value CNTBT is incremented when the assist cut level is +1 (step S7), and the counter value CNTBT is decremented when the assist cut level is −1 (step S8). When the assist cut level is “0”, the process proceeds to step S9 as it is. On the contrary, the counter value CNTBT may be decremented at the assist cut level, and the counter value CNTBT may be incremented otherwise.
[0043]
In step S9, it is determined whether or not the treading force TRQA is changing at the planned low level, that is, the assist cut level, depending on whether or not the counter value CNTBT has reached the reference value TTED. In the configuration in which the counter value CNTBT is decremented at the assist cut level, the initial value is set as the reference value TTED, and whether the counter value CNTBT has changed at the assist cut level is determined by whether or not the counter value CNTBT has become “0”. If it is determined that the pedal effort is changing at the assist cut level, the process proceeds to step S10, where the assist cut is performed.
[0044]
FIG. 10 is a flowchart showing a main part of the processing in the super eco mode including the assist and regenerative charging described in FIGS. 6 and 7. Since the assist permission control is the same as in the eco mode (FIG. 9), the same reference numerals, that is, steps S1 to S5 are given, and description thereof is omitted.
[0045]
In step S11, regenerative charging is first performed, and in step S12, it is determined whether or not the brake switch is turned on. This brake switch is turned on when the brake lever 27B is operated. A brake amount detection potentiometer may be provided instead of the brake switch, and the voltage value thereof may be used. If the determination in step S12 is affirmative, the process proceeds to step S13. If the determination is negative, the process proceeds to step S1. In step S13, regenerative braking is performed, and in step S14, it is determined whether or not the brake switch is released. If not released, the regenerative braking is continued, and if released, the process proceeds to step S15 and the regenerative braking is stopped. When the regenerative braking is stopped, the process returns to step S11. Steps S12 to S15 are regenerative braking that has been conventionally performed.
[0046]
Next, when the determination in step S12 is negative, the assist permission process in steps S1 to S5 is performed.
[0047]
Subsequent to the assist permission process, a regenerative charge start level process in step S21 is performed. That is, as shown in FIG. 6, it is determined whether or not the pedaling force level is the regenerative charging start level based on the magnitude relationship between the pedaling force upper limit value TRQUP and the pedaling force lower limit value TRQBT and the pedaling force TRQA. In step S22, according to the determination result of step S21, the counter value KSR is incremented when the regenerative charge start level is +1 (step S22), and the counter value KSR is decremented when the regenerative charge start level is −1 (step S23). When the regeneration charge start level is “0”, the process proceeds to step S24 as it is. On the contrary, the counter value KSR may be decremented at the regenerative charge start level, and the counter value KSR may be incremented otherwise.
[0048]
In step S24, it is determined whether or not the pedal effort TRQA is changing at a scheduled low level, that is, the regenerative charge start level, depending on whether or not the counter value KSR has reached the reference value KSRCH (= TTED). In the configuration in which the counter value KSR is decremented at the regenerative charge start level, the initial value is set as the reference value KSRCH, and it is determined whether or not the regenerative charge start level is changing depending on whether or not the counter value KSR is “0”. If it is determined that the pedal effort is changing at the regenerative charging start level (the determination in step S24 is affirmative), the assist cut is performed in step S25, and then the process returns to step S11 to perform regenerative charging. If the determination in step S24 is negative, the regenerative charge start level is not reached, so the process returns to step S12 and the above-described processing is repeated. Note that if the pedaling force lower limit value TRQBT in FIG. 6 is set low, for example, if it is set lower than the range of 13 to 15 kgf, regenerative charging can be performed only on a downhill. That is, the frequency of regenerative charging can be made variable.
[0049]
FIG. 1 is a block diagram illustrating main functions of the controller 100 related to super eco mode processing. This function can be realized by a microcomputer including a CPU. In the figure, the output data (vehicle speed V) of the vehicle speed sensor 40 is taken into the auxiliary force map 41 and the regenerative charge map 52 at a predetermined interrupt timing, and the output data (stepping force TRQA) of the potentiometer 82 as a pedal force sensor is the auxiliary force. The map 41 and the on / off output of the brake switch are taken in the regenerative charge map 52. In the auxiliary force map 41, auxiliary force data is set so as to obtain a planned assist ratio based on the vehicle speed V and the pedaling force TRQA. In the regenerative charge map 52, regenerative data is set such that a planned regenerative charge can be obtained based on the vehicle speed when the brake switch is turned on. When the vehicle speed V and the treading force TRQA are input, auxiliary force data is output in response thereto. For example, even if the pedal effort TRQA is the same, the assist force map is set so that the assist force decreases as the vehicle speed V increases, that is, the assist ratio decreases. The regenerative charge map 52 outputs regenerative data (regenerative control signal) corresponding to the vehicle speed when the brake switch 51 is turned on. For example, the regenerative charge map is set so that the regenerative charge increases as the vehicle speed increases.
[0050]
The auxiliary force data and the regenerative data are input to the drive / regenerative driver 42, and the drive / regenerative driver 42 controls the outputs of the motor M and the actuator 7 according to the auxiliary force data or the regenerative data. The vehicle speed sensor 40 is, for example, a means for magnetically detecting regular irregularities provided on the outer periphery of the support plate 102 in the electric auxiliary unit 1 and outputting the vehicle speed V based on the number of detections or the detection interval. Can be configured.
[0051]
The pedaling force determination unit 43 determines the current pedaling force TRQA with respect to a pedaling force reference value (for example, the pedaling force upper limit value TRQUP and the pedaling force lower limit value TRQBT), and increases or decreases the counter value KSR of the low level counter 44 according to the determination result. The comparison unit 45 compares the counter value KSR of the low level counter 44 with the reference value KSRCH, and outputs a regeneration instruction KCI to the drive / regeneration driver 42 when the counter value KSR reaches the reference value KSRCH. Here, the pedaling force determination unit 43, the low level counter 44, and the comparison unit 45 constitute a regeneration level detection means.
[0052]
The peak value detector 46 is supplied with the pedaling force TRQA from the pedaling force sensor 82, and detects the peak value of the pedaling force TRQA that fluctuates periodically. The peak value is input to the pedaling force level determination unit 47, and the pedaling force level determination unit 47 updates the counter value CNTASL of the assist counter 48 when determining that the peak value exceeds the scheduled pedaling force level TRQASL. The assist counter 48 outputs an assist permission instruction AI when the counter value CNTASL reaches a scheduled value. The assist permission instruction is input to the drive / regeneration driver 42 through the gate G. The second pedaling force determination unit 50 outputs a detection signal when the current pedaling force TRQA exceeds the pedaling force level TRQASL. The gate G is opened when the detection signal of the second pedal effort determination unit 50 is supplied, and an assist permission instruction is input to the drive / regeneration driver 42. Here, the peak value detecting unit 46, the pedaling force level determining unit 47, and the assist counter 48 constitute a pedaling force fluctuation level detecting means.
[0053]
The drive / regeneration driver 42 energizes the actuator 7 to assist or recharge the motor M in accordance with the assist permission instruction AI or the regeneration instruction KCI. That is, according to the auxiliary force data or the regenerative data, the conduction angles of the FETs constituting the driver circuit of the motor M and the actuator 7 are determined, respectively, and the magnitude of the auxiliary force or the regenerative is controlled. The pedaling force level determination unit 47 outputs a reset signal when the peak value does not exceed the pedaling force level TRQASL, and resets the counter value of the assist counter 48 to the initial value.
[0054]
FIG. 11 is a diagram that roughly summarizes auxiliary motor control for each traveling state in each mode of STD, ECO, and S-ECO. This figure is not an accurate representation of the control of the auxiliary motor, but will be illustrated as it may help to understand roughly the differences between the STD, ECO, and S-ECO modes. From the figure, it is clear that the frequency of regenerative charging can be increased in the S-ECO mode compared to the STD and ECO modes.
[0055]
【The invention's effect】
As is apparent from the above description, according to the first to fifth aspects of the invention, when a predetermined control condition is satisfied not only at the time of brake operation but also at the time of brake operation, regeneration is performed by user selection. The battery can be charged. For example, if the user desires regenerative charging when driving downhill or traveling on a flat road, this can be realized. Therefore, regenerative charging can be performed in accordance with the user's intention and needs.
[0056]
According to the invention of claim 6, since the frequency of generating the assist driving force is reduced at least one of when traveling on a flat road and when going downhill, the electric assist that sets the assist mode suitable for the degree of regenerative charging A bicycle regeneration control device can be provided.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating main functions of a regeneration control device according to an embodiment of the present invention.
FIG. 2 is a side view of a battery-assisted bicycle.
FIG. 3 is a cross-sectional view of a main part of the electric auxiliary unit.
4 is a cross-sectional view taken along the line AA in FIG.
FIG. 5 is a plan view showing an example of a power switch unit.
FIG. 6 is a diagram showing a pedaling force history for explaining an assist cut condition;
FIG. 7 is a diagram showing a pedaling force history for explaining an assist start condition.
FIG. 8 is a diagram showing a pedaling force history for explaining an assist start establishment condition at a plurality of pedaling force levels.
FIG. 9 is a flowchart showing a main part of processing in an eco mode including assist and assist cut.
FIG. 10 is a flowchart showing a main part of processing in a super eco mode including assist and regenerative charging.
FIG. 11 is an explanatory diagram that roughly summarizes auxiliary motor control for each traveling state in each mode of STD, ECO, and S-ECO.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Electric auxiliary unit, 7 ... Motor, 29 ... Power switch part, 40 ... Vehicle speed sensor, 41 ... Auxiliary force map, 42 ... Auxiliary force output part, 43 ... Treading force judgment part, 44 ... Low level counter, 46 ... Peak value detection unit, 47 ... pedaling force level determination unit, 48 ... assist counter, 50 ... second pedaling force determination unit, 51 ... brake switch, 52 ... regenerative charge map, 100 ... controller, 101 ... pedal crankshaft, 116: A shaft of the motor.

Claims (6)

In a regenerative control device for an electrically assisted bicycle that adds an assisting force to a human-powered driving system in accordance with a pedaling force applied to a pedal,
A mode switch capable of selecting the mode of adding the auxiliary force, stopping the addition, and regenerative charging to the battery, and the mode switch includes a mode in which regenerative charging is performed only during brake operation , and a mode other than during brake operation. A regenerative control device for a battery-assisted bicycle, wherein the mode for regenerative charging is switched . The regenerative control device for a battery-assisted bicycle according to claim 1, wherein the regenerative charging frequency differs only between the mode in which regenerative charging is performed only during the brake operation and the mode in which regenerative charging is performed other than during the brake operation. . The regenerative charge control device for a battery-assisted bicycle according to claim 1, wherein the regenerative charge mode other than during the brake operation performs regenerative charge during brake operation and downhill. The regenerative control device for a battery-assisted bicycle according to claim 1, wherein the regenerative charging mode other than during the brake operation performs regenerative charging during brake operation, downhill, and traveling on a flat road. The regenerative control device for a battery- assisted bicycle according to claim 1, wherein the regenerative charging mode other than the time of the brake operation performs regenerative control in a state where the pedaling force is equal to or lower than a predetermined level. The mode of performing regenerative charging other than during the brake operation is characterized in that the regenerative charge is performed during the brake operation, and the frequency of generating the assist driving force is reduced at least one of when traveling on a flat road and during downhill. The regeneration control device for a battery-assisted bicycle according to claim 1.

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