A cycling assistance control method and device

Abstract

The application provides a riding assistance control method and device. The method comprises: acquiring a riding state parameter; determining a riding scene according to the riding state parameter; determining an assistance ratio according to the riding scene; and performing operation control on a riding assistance motor. The application provides a riding assistance control method and device, which can reasonably adjust the assistance torque output by the assistance motor according to the riding scene, avoid the loss of long-time and large assistance torque, improve the service life of the assistance motor, and thus improve the balance between the riding experience, product life and assistance torque output.

Description

Technical Field

[0001] This invention relates to the field of power-assisted bicycle technology, and more particularly to a method and device for controlling riding assistance. Background Technology

[0002] As a means of transportation used in people's daily lives, electric bicycles have different requirements for motor assistance depending on the working conditions.

[0003] In existing technologies, to enhance the comfort of riding and pedaling on bicycles, electric bicycles are often kept in a high-assistance state for extended periods, causing the motor to overheat and affecting the lifespan of internal motor components. Conversely, reducing the assist level requires significant physical exertion from the user, resulting in poor comfort. Currently, there are still shortcomings in balancing the relationship between riding experience, product lifespan, and assist output. Summary of the Invention

[0004] This invention provides a cycling assist control method and device, which can reasonably adjust the assist torque output of the assist motor according to the cycling scenario, avoid the loss of large assist torque over a long period of time, and improve the service life of the assist motor, thereby improving the balance between cycling experience, product life and assist torque output.

[0005] In a first aspect, embodiments of the present invention provide a cycling assistance control method, comprising:

[0006] Obtain riding status parameters;

[0007] The riding scenario is determined based on the riding status parameters.

[0008] The assist ratio is determined based on the riding scenario, and the riding assist motor is controlled for operation.

[0009] Optionally, the riding status parameters include: the current position of the crank, the current riding speed, and the pedal torque;

[0010] Determining the cycling scenario based on the cycling state parameters includes:

[0011] When the pedal torque is greater than the pedal torque threshold, the riding speed falls into the starting speed range, and the current position of the crank falls into the crank starting position range, then the current riding scenario is determined to be a starting scenario.

[0012] Optionally, the riding status parameters include: the current position of the crank, the current riding speed, the pedal torque, and the vehicle tilt posture;

[0013] Determining the cycling scenario based on the cycling state parameters includes:

[0014] When the pedal torque is greater than the pedal torque threshold, the riding speed falls into the starting speed range, the current position of the crank falls into the crank starting position range, and the vehicle tilt posture falls into the vehicle tilt posture range, then the current riding scenario is determined to be a starting scenario.

[0015] Optionally, if the pedal torque is greater than the pedal torque threshold, and at least one of the following conditions—the riding speed, the current crank position, and the vehicle tilt posture—does not meet the corresponding starting speed range, the crank starting position range, and the vehicle tilt posture range, then the current riding scenario is determined to be a non-starting scenario.

[0016] Optionally, the assist ratio is determined based on the riding scenario, and the riding assist motor is controlled for operation, including:

[0017] Determine the first assist ratio based on the aforementioned starting scenario;

[0018] The first assist torque is determined based on the first assist ratio and the pedal torque;

[0019] The assist motor outputs the first assist torque;

[0020] Alternatively, the second assist ratio may be determined based on the non-starting scenario.

[0021] The second assist torque is determined based on the second assist ratio and the pedal torque;

[0022] The power assist motor outputs the second power assist torque, wherein the second power assist ratio is less than the first power assist ratio.

[0023] Optionally, determining the first assist torque based on the first assist ratio and the pedal torque includes:

[0024] The first assist torque is determined according to the calculation formula, and the first assist torque is: T1=K1*T0;

[0025] Wherein, K1 is the first assist ratio; T0 is the pedal torque.

[0026] Optionally, determining the second assist torque based on the second assist ratio and the pedal torque includes:

[0027] The second assist torque is determined according to the calculation formula, and the second assist torque is: T2=K2*T0;

[0028] Wherein, K2 is the second assist ratio; T0 is the pedal torque.

[0029] Optionally, the crank starting position range is a fan-shaped range within the crank rotation area on the side of the riding direction, between the crank and the horizontal line at an angle of ±60 degrees, wherein the horizontal line passes through the center of the crank rotation area.

[0030] Optionally, when the riding scenario is a starting scenario, the first assist torque is allowed to operate at its peak torque; when the riding scenario is not a starting scenario, the second assist torque is allowed to operate at its rated torque.

[0031] In a second aspect, embodiments of the present invention provide a cycling assistance control device, comprising:

[0032] The acquisition module is used to acquire riding status parameters;

[0033] The determination module is used to determine the riding scenario based on the riding state parameters;

[0034] The control module is used to determine the assist ratio based on the riding scenario and to control the operation of the riding assist motor.

[0035] The technical solution provided by this invention obtains riding state parameters, determines the current riding scenario using these parameters, and then automatically adjusts the assist ratio according to the corresponding riding scenario to obtain the corresponding assist torque. This not only simplifies the configuration process for users and improves user comfort, but also allows for reasonable adjustment of the assist torque output by the assist motor according to the riding scenario. This avoids the loss of large assist torque over a long period of time and the aging caused by prolonged high temperatures, thus improving the service life of the assist motor and enhancing the balance between riding experience, product lifespan, and assist torque output. Attached Figure Description

[0036] Figure 1 This is a flowchart illustrating a cycling assistance control method according to an embodiment of the present invention;

[0037] Figure 2 This is a schematic diagram of a crank starting position range provided in an embodiment of the present invention;

[0038] Figure 3 This is a schematic diagram of the vehicle's posture provided in an embodiment of the present invention;

[0039] Figure 4 A schematic diagram illustrating the relationship between pedal torque and assist torque provided in an embodiment of the present invention;

[0040] Figure 5 A flowchart illustrating yet another cycling assist control method provided in this embodiment of the invention;

[0041] Figure 6 This is a schematic diagram of the structure of a cycling assist control device provided in an embodiment of the present invention. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0043] Typically, e-bikes are equipped with different assist control buttons to address different riding conditions. Users adjust the assist level by adjusting these buttons to provide the appropriate torque, depending on their riding needs. However, this manual adjustment process is cumbersome and difficult for users to achieve the correct level, impacting the user experience. Furthermore, for convenience, some users may continue riding at a single assist torque without adjustment, potentially causing the motor to operate under high load for extended periods, thus affecting its lifespan. This results in an imbalance between riding experience, product lifespan, and assist output.

[0044] In view of this, Figure 1 This is a flowchart illustrating a cycling assistance control method according to an embodiment of the present invention. This embodiment is applicable to cycling assistance control situations. The method can be executed by a cycling assistance control device, which can be implemented in hardware and / or software. The method specifically includes the following steps:

[0045] S110, Obtain riding status parameters;

[0046] Specifically, by placing corresponding sensing units at specific locations on the electric bicycle, the system acquires relevant riding status parameters, which refer to the operating parameters of the electric bicycle. For example, riding status parameters may include parameters such as the current position of the crank, the current riding speed, pedal torque, and the vehicle's lean posture.

[0047] S120. Determine the riding scenario based on riding status parameters;

[0048] Specifically, a cycling scenario refers to a user's cycling condition, which typically includes starting and non-starting scenarios. Starting scenarios include uphill starts and flat-road starts, while non-starting scenarios include flat-road riding and cruising. By setting different judgment conditions for cycling state parameters, the corresponding cycling scenario can be determined. For example, when the detected pedal torque is high, it can be assumed that the user is using greater force to pedal. Further judgment of the current crank position and current riding speed can then determine whether the user is in a starting or non-starting scenario.

[0049] S130: Determine the assist ratio based on the riding scenario and control the operation of the riding assist motor.

[0050] Specifically, the assist ratio is the torque output coefficient of the assist motor. The assist motor can output corresponding assist torque based on different assist ratios. Therefore, different assist ratios can be calculated for different riding scenarios. Once the riding scenario is determined, the appropriate assist ratio can be set, thereby controlling the assist motor to output the corresponding assist torque.

[0051] The technical solution provided by this invention obtains riding state parameters, determines the current riding scenario using these parameters, and then automatically adjusts the assist ratio according to the corresponding riding scenario to obtain the corresponding assist torque. This not only simplifies the configuration process for users and improves user comfort, but also allows for reasonable adjustment of the assist torque output by the assist motor according to the riding scenario, avoiding the loss of large assist torque over a long period of time and improving the service life of the assist motor. This improves the balance between riding experience, product lifespan, and assist torque output.

[0052] Optional riding status parameters include: current crank position, current riding speed, and pedal torque;

[0053] The cycling scenario is determined based on cycling status parameters, including:

[0054] When the pedal torque is greater than the pedal torque threshold, the riding speed falls into the starting speed range, and the current position of the crank falls into the crank starting position range, then the current riding scenario is determined to be a starting scenario.

[0055] Specifically, the current position of the crank can be detected by a crank position detection sensor, which includes a magnetic ring and a magnetic position sensor. The N and S poles are alternately distributed. The magnetic ring is mounted on the crank shaft and rotates with it. The magnetic position sensor is positioned in a fixed location. Depending on the position of the magnetic ring, the sensor can sense different magnetic field signals and output a signal indicating the ring's position. The current position of the crank can be determined based on this signal. The current riding speed can be obtained by installing a speed sensor on the drive wheel of the electric bicycle. The pedal torque can be obtained by installing a torque sensor on the pedals.

[0056] By setting thresholds for the current crank position, current riding speed, and pedal torque, for example, based on data statistics and user experience, a greater force is needed to pedal in starting scenarios. Therefore, a pedal torque can be obtained based on the pedal position. By setting a pedal torque threshold, this torque can be used as an entry condition for determining the scenario. Typically, the crank position is within a certain angle range, which is beneficial for generating power while riding. Therefore, this angle range can be set as the crank starting position range. Correspondingly, the riding speed is relatively slow in starting scenarios, so a starting speed range can be set for the riding speed. For example... Figure 2 This is a schematic diagram of the crank starting position range provided in an embodiment of the present invention. See also... Figure 2 The crank starting position range is a fan-shaped area within the crank rotation area on the riding direction side, between the crank 210 and the horizontal line 230 at an angle of ±60 degrees, where the horizontal line 230 passes through the center of the crank rotation area. Specifically, the crank rotation area is the area where the crank 210 rotates one revolution along the crank rotation axis 220. The fan-shaped area between the crank 220 and the horizontal line 230 passing through the crank rotation axis 220 at an angle of ±60 degrees is defined as the crank starting position range. With the horizontal line as the reference, clockwise direction is positive, and counterclockwise direction is negative.

[0057] Therefore, after obtaining the riding state parameters, the riding state parameters are judged to determine the riding scenario by judging the relationship between the riding state parameters and various judgment thresholds. When the pedal torque is greater than the pedal torque threshold, that is, the user is using a large force to pedal. Furthermore, if the riding speed falls into the starting speed range and the current position of the crank falls into the crank starting position range, it can be judged that the user's current state is that he is pedaling hard at a low starting speed in the crank starting position range. Therefore, combined with practical applications, it can be judged as a starting scenario.

[0058] Optional riding status parameters include: current crank position, current riding speed, pedal torque, and vehicle lean posture;

[0059] The cycling scenario is determined based on cycling status parameters, including:

[0060] When the pedal torque is greater than the pedal torque threshold, the riding speed falls into the starting speed range, the current position of the crank falls into the crank starting position range, and the vehicle tilt posture falls into the vehicle tilt posture range, then the current riding scenario is determined to be a starting scenario.

[0061] Specifically, in this embodiment of the invention, the vehicle tilt attitude is further added as a riding state parameter. The vehicle tilt attitude is detected by a vehicle attitude sensor. For example, Figure 3 This is a schematic diagram of the vehicle posture provided in an embodiment of the present invention. See also: Figure 3 The system detects whether the vehicle 310 is horizontal or tilted using a vehicle attitude sensor, thus identifying whether the vehicle 310 is going uphill. A corresponding tilt range is then defined as the uphill position; for example, the tilt range can be set to an angle greater than 5° between the forward direction and the horizontal direction. In other words, after obtaining the riding state parameters, the relationship between these parameters and various threshold values ​​is used to determine the riding scenario. When the pedal torque exceeds the threshold, the user applies greater force to the pedals. Furthermore, if the riding speed falls within the starting speed range, the crank's current position falls within the crank starting position range, and the vehicle tilt range falls within the vehicle tilt range, then the user is judged to be starting at a low speed and pedaling forcefully within the crank starting position range. Therefore, in practical applications, this can be identified as an uphill starting scenario. Consequently, a larger assist torque is provided in subsequent torque outputs, facilitating quick starts for the rider, especially when starting on an incline or under heavy load, reducing the rider's operational difficulty, preventing falls, and improving comfort.

[0062] Optionally, if the pedal torque is greater than the pedal torque threshold, and at least one of the following conditions—riding speed, current crank position, or vehicle tilt posture—does not meet the corresponding starting speed range, crank starting position range, or vehicle tilt posture range, then the current riding scenario is determined to be a non-starting scenario. In other words, if the pedal torque is greater than the pedal torque threshold, but one of the following conditions—riding speed, current crank position, or vehicle tilt posture—does not meet the threshold, then the riding scenario is considered a non-starting scenario. Therefore, based on the judgment threshold and the judgment of riding parameters, various configuration riding scenarios can be obtained through free combination of judgments. For example, if the pedal torque is greater than the pedal torque threshold, the current crank position falls within the crank starting position range, but the riding speed does not fall within the starting speed range, then it can be determined that the vehicle is riding normally, and increasing the pedal torque may be applied to acceleration scenarios. Conversely, if the pedal torque is greater than the pedal torque threshold, the current crank position does not fall within the crank starting position range, but the riding speed and vehicle tilt posture do not fall within the vehicle tilt posture range, then it can be determined that the vehicle is riding normally on a flat road, and increasing the pedal torque may be applied to free-riding scenarios on a flat road. Similarly, by judging different combinations of thresholds and cycling parameters, other cycling scenarios can be configured, which will not be elaborated here.

[0063] Based on the above embodiments, optionally, the assist ratio is determined according to the riding scenario, and the riding assist motor is controlled for operation, including:

[0064] Determine the first assist ratio based on the starting scenario;

[0065] The first assist torque is determined based on the first assist ratio and the pedal torque.

[0066] The power motor outputs the first assist torque;

[0067] Alternatively, the second assist ratio can be determined based on non-starting scenarios;

[0068] The second assist torque is determined based on the second assist ratio and the pedal torque.

[0069] The power motor outputs a second power-assist torque, wherein the second power-assist ratio is less than the first power-assist ratio.

[0070] Specifically, one or more assist ratios can be configured for each cycling scenario. This means that once a starting scenario is determined, a corresponding assist ratio can be obtained. For example, when the cycling scenario is determined to be a starting scenario, the first assist ratio output is configured. The first assist torque is determined based on the relationship between the first assist ratio and pedal torque. For instance, determining the first assist torque based on the first assist ratio and pedal torque includes: calculating the first assist torque using the formula: T1 = K1 * T0; where K1 is the first assist ratio and T0 is the pedal torque. When the cycling scenario is determined to be a non-starting scenario, the second assist ratio output is configured. The second assist torque is determined based on the relationship between the second assist ratio and pedal torque. For instance, determining the second assist torque based on the second assist ratio and pedal torque includes: calculating the second assist torque using the formula: T2 = K2 * T0; where K2 is the second assist ratio and T0 is the pedal torque. Since users prefer an easy and quick start in starting scenarios compared to non-starting scenarios, the first assist ratio is greater than the second assist ratio, thus providing more assist torque output in starting scenarios. Furthermore, during normal riding after the vehicle has started, the riding load is relatively smaller than at the start, reducing the need for assistance. Therefore, the assist motor outputs less assistance than at the start. The motor's temperature is positively correlated with its internal current, which in turn is positively correlated with the amount of assistance. Simultaneously, the amount of assistance is also positively correlated with the stress amplitude of the motor's transmission components. Therefore, the greater the assistance, the greater the current, the greater the temperature rise, and the greater the internal stress of the components, resulting in a shorter overall lifespan. Thus, compared to high torque output under all operating conditions, this invention's solution helps extend the motor's lifespan.

[0071] Since the output assist torque is a linear relationship between the assist ratio and the pedal torque, the relationship between the pedal torque and the assist torque can be obtained. Figure 4 A schematic diagram illustrating the relationship between pedal torque and assist torque provided in an embodiment of the present invention is shown below. Figure 4 To increase the selectivity of assist intensity, multiple assist modes can be added, such as ECO, TRAIL, and BOOST, thus balancing battery energy storage and performance. In ECO mode, the assist torque output is relatively smooth, and by limiting the maximum assist torque output, it improves fuel economy. In TRAIL mode, it offers an improvement over ECO mode, but the slope of the assist curve is shallower than in BOOST mode. BOOST mode provides a faster and greater assist torque output to improve riding performance. Figure 4As shown, the dashed line represents the relationship between the assist torque and pedal torque in ECO, TRAIL, and BOOST modes (outside of starting mode), while the solid line represents the relationship between the assist torque and pedal torque in ECO, TRAIL, and BOOST modes (outside of starting mode). Under the same pedal torque and within the same assist mode, the assist torque output in the starting scenario is greater than that in the non-starting scenario. In other words, the first assist ratio is greater than the second assist ratio.

[0072] When the pedal torque is high, the power assist motor's output may reach its limit. In this case, during the starting phase of the ride, the first power assist torque is allowed to operate at its peak torque Y0; during the non-starting phase, the second power assist torque is allowed to operate at its rated torque. In other words, during the starting phase, the power assist torque can operate at its peak torque Y0 to meet the user's riding needs. During the non-starting phase, the power assist torque can operate at its rated torque. This ensures that peak torque output is only achieved during the starting phase, avoiding peak torque output under all operating conditions and thus extending the motor's lifespan.

[0073] Figure 5 A flowchart illustrating another cycling assist control method provided in this embodiment of the invention is shown below. Figure 5 ,include:

[0074] S210. Obtain riding status parameters. S220. Determine if assist is enabled. If not, switch to another assist mode. If yes, S230. Determine if the pedal torque is greater than the pedal torque threshold. If not, switch to another assist mode. If yes, S240. Determine if the current crank position falls within the crank start position range. If yes, S250. Determine if the riding speed falls within the start speed range. If yes, S260. Determine if the vehicle tilt position falls within the vehicle tilt position range. If yes, S270. Determine if the riding scenario is an uphill start scenario and output the corresponding assist torque. If steps S240, S250, and S260 contain any of these conditions, S280. Determine if the riding scenario is not a start scenario and output the corresponding assist torque.

[0075] Figure 6 This is a schematic diagram of a cycling assist control device provided in an embodiment of the present invention. See also: Figure 6 ,include:

[0076] Module 610 is used to acquire riding status parameters;

[0077] The determination module 620 is used to determine the riding scenario based on the riding status parameters;

[0078] The control module 630 is used to determine the assist ratio based on the riding scenario and to control the operation of the riding assist motor.

[0079] Specifically, by setting corresponding sensing units at specific locations on the electric bicycle, the acquisition module 610 uses these sensing units to acquire corresponding riding state parameters, which refer to the operating parameters of the electric bicycle. For example, riding state parameters may include parameters such as the current position of the crank, current riding speed, pedal torque, and vehicle tilt posture. A riding scenario refers to the user's riding condition, which typically includes starting and non-starting scenarios. Starting scenarios include uphill starts and flat road starts, while non-starting scenarios include flat road riding and cruising scenarios. The determination module 620 uses different judgment conditions set for the riding state parameters to determine the corresponding riding scenario. For example, when the detected pedal torque is large, it can be assumed that the user is using a large force to pedal. Further judgment of the current crank position and current riding speed can further determine whether the current situation is a starting or non-starting scenario. The control module 630 calculates the corresponding assist ratio for different riding scenarios. Once a riding scenario is determined, the corresponding assist ratio can be determined, thereby controlling the electric motor to output the corresponding assist torque.

[0080] The technical solution provided by this invention obtains riding state parameters through an acquisition module, determines the current riding scenario using the riding state parameters, and controls the assist ratio according to the corresponding riding scenario to obtain the corresponding assist torque. This not only simplifies the configuration difficulty for users and improves user comfort, but also allows for reasonable adjustment of the assist torque output by the assist motor according to the riding scenario, avoiding the loss of large assist torque over a long period of time and improving the service life of the assist motor. This improves the balance between riding experience, product lifespan, and assist torque output.

[0081] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A pedelec control method, characterized in that The method comprises the following steps: acquiring a riding state parameter; the riding state parameter comprises a current position of a crank, a current riding speed, and a pedal torque; autonomously determining a current riding scene according to the riding state parameter; when the pedal torque is greater than a pedal torque threshold value, the riding speed falls within a starting speed interval, and the current position of the crank falls within a crank starting position interval, it is determined that the current riding scene is a starting scene; adjusting a power assistance ratio according to the riding scene, and performing operation control on a riding power assistance motor.

2. The pedelec control method according to claim 1, characterized in that the riding state parameter comprises a current position of a crank, a current riding speed, a pedal torque, and a vehicle inclination posture; determining a riding scene according to the riding state parameter, comprising: when the pedal torque is greater than a pedal torque threshold value, the riding speed falls within a starting speed interval, the current position of the crank falls within a crank starting position interval, and the vehicle inclination posture falls within a vehicle inclination posture interval, it is determined that the current riding scene is a starting scene.

3. The pedelec control method according to claim 2, characterized in that, when the pedal torque is greater than the pedal torque threshold value, and at least one of the riding speed, the current position of the crank, and the vehicle inclination posture does not satisfy the corresponding starting speed interval, crank starting position interval, and vehicle inclination posture interval, it is determined that the current riding scene is a non-starting scene.

4. The pedelec control method according to claim 3, characterized in that determining a power assistance ratio according to the riding scene, and performing operation control on a riding power assistance motor, comprising: determining a first power assistance ratio according to the starting scene; determining a first power assistance torque according to the first power assistance ratio and the pedal torque; the power assistance motor outputs the first power assistance torque; or, determining a second power assistance ratio according to the non-starting scene; determining a second power assistance torque according to the second power assistance ratio and the pedal torque; the power assistance motor outputs the second power assistance torque, wherein the second power assistance ratio is less than the first power assistance ratio.

5. The pedelec control method according to claim 4, characterized in that, determining the first power assistance torque according to the first power assistance ratio and the pedal torque, comprising: determining the first power assistance torque according to a calculation formula, the first power assistance torque being T1=K1*T0; wherein K1 is the first power assistance ratio, and T0 is the pedal torque.

6. The pedelec control method according to claim 4, characterized in that determining the second power assistance torque according to the second power assistance ratio and the pedal torque, comprising: determining the second power assistance torque according to a calculation formula, the second power assistance torque being T2=K2*T0; wherein K2 is the second power assistance ratio, and T0 is the pedal torque.

7. The pedelec control method according to any of claims 1 to 6, characterized in that, the crank starting position interval is a sector interval between plus or minus 60 degrees of an included angle of the crank with a horizontal line on one side of a riding forward direction of a crank rotation area, wherein the horizontal line passes through the center of the crank rotation area.

8. The pedelec control method according to any of claims 1 to 6, characterized in that when the riding scene is a starting scene, the first power assistance torque is allowed to run to a peak torque at most; when the riding scene is a non-starting scene, the second power assistance torque is allowed to run to a rated torque at most.

9. A pedelec control device, characterized in that The method comprises the following steps: an acquiring module is configured to acquire a riding state parameter; the riding state parameter comprises a current position of a crank, a current riding speed, and a pedal torque; A determining module is configured to autonomously determine a current riding scene according to the riding state parameter; when the pedal torque is greater than a pedal torque threshold value, the riding speed falls within a starting speed interval, and the current position of the crank falls within a crank starting position interval, the current riding scene is determined as a starting scene. A control module is configured to autonomously adjust a power assistance ratio according to the riding scene and perform operation control on the riding power motor.

Images