WO2013065152A1 - Detection device, crank provided with detection device, bicycle provided with detection device, method for correcting voltage value, voltage-value correction program, and medium having voltage-value correction program recorded thereon - Google Patents
Detection device, crank provided with detection device, bicycle provided with detection device, method for correcting voltage value, voltage-value correction program, and medium having voltage-value correction program recorded thereon Download PDFInfo
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- WO2013065152A1 WO2013065152A1 PCT/JP2011/075325 JP2011075325W WO2013065152A1 WO 2013065152 A1 WO2013065152 A1 WO 2013065152A1 JP 2011075325 W JP2011075325 W JP 2011075325W WO 2013065152 A1 WO2013065152 A1 WO 2013065152A1
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- voltage
- detection device
- detection
- crank
- voltage value
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L3/00—Measuring torque, work, mechanical power, or mechanical efficiency, in general
- G01L3/02—Rotary-transmission dynamometers
- G01L3/14—Rotary-transmission dynamometers wherein the torque-transmitting element is other than a torsionally-flexible shaft
- G01L3/1407—Rotary-transmission dynamometers wherein the torque-transmitting element is other than a torsionally-flexible shaft involving springs
- G01L3/1428—Rotary-transmission dynamometers wherein the torque-transmitting element is other than a torsionally-flexible shaft involving springs using electrical transducers
- G01L3/1457—Rotary-transmission dynamometers wherein the torque-transmitting element is other than a torsionally-flexible shaft involving springs using electrical transducers involving resistance strain gauges
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B7/00—Measuring arrangements characterised by the use of electric or magnetic techniques
- G01B7/16—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring the deformation in a solid, e.g. by resistance strain gauge
- G01B7/18—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring the deformation in a solid, e.g. by resistance strain gauge using change in resistance
Definitions
- the present invention relates to a detection device, a crank to which the detection device is attached, a bicycle to which the detection device is attached, a voltage value correction method, a voltage value correction program, and a medium on which the voltage value correction program is recorded.
- a cycle computer that is mounted on a bicycle and calculates and displays information related to the traveling of the bicycle and information related to the movement of the driver.
- the cycle computer calculates predetermined information based on signals transmitted from various sensors provided on the bicycle. For example, by attaching a strain gauge as shown in Patent Document 1 to the crank, the cycle computer measures the force acting on the pedal based on the value detected by the strain gauge, and calculates the overall work rate and torque by pedaling. Calculate and display.
- a strain gauge as described in Patent Document 1 causes a temperature change and a secular change. Therefore, even if calibration (zero point adjustment) is performed at the time of shipment, the zero point (reference point) is shifted during use. End up.
- This invention is made
- An object is to provide a correction method, a voltage value correction program, and a medium on which the voltage value correction program is recorded.
- a detection device includes one or a plurality of strain gauges attached to a crank rotatably connected to a vehicle body, and a voltage for detecting a voltage value output from the strain gauge. It has a detection part, and an adjustment part which adjusts a voltage value in a no-load state of the strain gauge based on a detection value detected by the voltage detection part.
- a voltage value correction method is a first method for detecting a voltage value output from one or more strain gauges attached to a crank rotatably connected to a vehicle body.
- the voltage value correction program provides a computer with a voltage value output from one or more strain gauges attached to a crank that is rotatably connected to a vehicle body.
- a detection function to be detected and an adjustment function to adjust a voltage value in an unloaded state of the strain gauge based on a detection value detected by the detection function are realized.
- (A) is a side view of a bicycle to which a pedaling monitor including a detection device is attached
- (b) is a front view of the bicycle to which the pedaling monitor of FIG. 1 (a) is attached. It is an external view of a cycle computer.
- (A) is a figure showing a mode that the right side measuring device is attached to the right crank
- (b) is a figure showing a mode that the left side measuring device is attached to the left crank.
- (A) is a front view of the right-side detection device
- (b) is a cross-sectional view of the right-side detection device
- (c) is a rear view of the right-side detection device. It is a fragmentary sectional view of the detection apparatus for right side.
- (A) is a figure showing the bridge circuit for propulsive power
- (b) is a figure showing the bridge circuit for loss power.
- (A) is an example of the graph showing the shift state of the loss force voltage value at the time of shipment and after shipment
- (b) is an example of the graph showing the shift state of the thrust force voltage value at the time of shipment and after shipment.
- FIG. 1 (a) shows the calculation of the force that contributes to the rotation of the crank (propulsion force) and the force that does not contribute to the crank rotation (loss force) for every predetermined crank rotation angle by pedaling the bicycle.
- FIG. 1B is a side view showing a state where the pedaling monitor 100 displaying the work rate and torque performed by the driver is attached to the bicycle B, and FIG. 1B shows a state where the pedaling monitor 100 is attached to the bicycle B. It is a front view.
- the bicycle B has a vehicle body frame B1 and two wheels B2 (front wheel B21 and rear wheel B22) that support the frame B1 movably by being pivotally supported by the frame B1 before and after the bicycle B.
- the driving mechanism B3 transmits a propulsive force for propelling the bicycle B to the rear wheel B22, the handle B4 for the driver to steer, and the saddle B5 for the driver to sit on.
- the drive mechanism B3 has a rotating shaft (crankshaft) at one end, and the rotating shaft is rotatably supported at the other end of the crank B31 by an aluminum crank B31 that is rotatably supported with respect to the frame B1.
- a chain ring that is pivotally supported by the driver and connected to the crank B31 with the crankshaft at the one end of the pedal B32 and the crank B31 as a common turning shaft, and rotates integrally with the crank B31.
- B34 and a rear sprocket (not shown) arranged so as to rotate integrally with the rear wheel B22 by using the rotation axis of the rear wheel B22 as a common rotation axis, and a chain ring B34 are connected to each other to connect the pedal B32.
- the crank B31 has a right crankshaft B311 disposed on the right side facing the traveling direction of the bicycle B, and a left crankshaft B312 disposed on the left side facing the traveling direction of the bicycle B, and these left and right crankshafts. B311 and B312 are fixed at a point-symmetrical position with the crankshaft as a symmetric point.
- the pedal B32 is also a right pedal B321 that is rotatably supported by a right pedal shaft (not shown) attached to the tip of the right crankshaft B311 and a left pedal attached to the tip of the left crankshaft B312. And a left pedal B322 rotatably supported by a shaft (not shown).
- the right crankshaft B311 and the left crankshaft B312 and the right pedal B321 and the left pedal B322 have the same shape and structure.
- the right-side detection device 3 and the left-side detection device 4 each have a force that contributes to the rotation of the crank B31 (hereinafter referred to as “propulsion force”) and a force that does not contribute to the rotation of the crank B31 (hereinafter referred to as “loss force”). ) Separately.
- the pedaling monitor 100 detects a predetermined crank rotation angle on the right foot side based on a detection signal (detection value) detected and transmitted by the crank rotation angle detection device 2, the right detection device 3, and the left detection device 4.
- the pedal acting force and the amount of work and torque performed by the driver are calculated and transmitted to the cycle computer 1, and the pedal working force and the driver at a predetermined crank rotation angle on the left foot side are transmitted to the cycle computer 1.
- the left side measuring device 7 that calculates the work amount and torque and transmits it to the cycle computer 1 and the cycle computer 1 that displays the work amount and torque at a predetermined crank rotation angle for each foot are provided.
- the right measuring device 6 is fixed to the chain ring B34, and the left measuring device 7 is fixed to the left crankshaft B312 (see FIG. 3).
- the detection devices 2 to 5 and the measurement devices 6 to 7 are connected by wire.
- the cycle computer 1 is fixed to the handle B4, and the cycle computer 1, the right side measuring device 6 and the left side measuring device 7 are provided with a transmitter (not shown) and are connected to each other wirelessly. ing.
- the crank rotation angle detection device 2 includes a sensing unit 21 provided with a magnet group in which a plurality of magnets are arranged in a circle at predetermined intervals, and a magnetic sensor that detects the sensing unit 21 including the magnet group. And a sensing unit 22 provided.
- the sensed part 21 is fixed to the side surface of the frame B1 so as to face the right crankshaft B311.
- the sensing part 22 is fixed to the chain ring B34 and rotates together with the crank B31.
- the to-be-sensed part 21 is integrated in the measurement apparatus 6 for right side, and is integrated.
- the sensing unit 22 detects each magnet in the magnet group while rotating, and transmits a crank rotation angle detection signal to the right-side measurement device 6 and the left-side measurement device 7 each time it detects each magnet in the magnet group.
- the right measuring device 6 and the left measuring device 7 can detect the crank rotation angle ( ⁇ ) of the crank B31 based on the crank rotation angle detection signal.
- the right detection device 3 has a sheet shape as a whole, and is wound around the right crankshaft B311.
- the left-side detection device 4 also has a sheet shape as a whole, and is wound around the left crankshaft B312. Since the configuration of the right detection device 3 and the configuration of the left detection device 4 are the same, the right detection device 3 will be described below.
- the right-side detection device 3 is directly attached to the right crankshaft B311 as an underlay for the sensor units 30 to 33 for detecting distortion to be detected and the sensor units 30 to 33.
- the upper waterproof sheet 38 that covers the underlay sheets 34 to 37 and the sensor units 30 to 33 as a whole from the surface side of the sensor units 30 to 33, and the back surface of the upper waterproof sheet 38 and the surface of the right crankshaft B311
- the lower waterproof sheet 39 is provided to block the gap formed between the sensor units 30 to 33.
- the underlay sheets 34 to 37 are made of stretchable (elastic) aluminum plates, and are bonded to the sensor units 30 to 33 on one side (hereinafter referred to as “front surface”), and the other side (hereinafter referred to as “back surface”). ”) And bonded to the strain detection portion of the right crankshaft B311.
- the surface of each of the underlay sheets 34 to 37 is larger than the corresponding sensor unit 30 to 33, and a part of the surface is exposed when the sensor units 30 to 33 are bonded.
- the lower waterproof sheet 39 is bonded to the exposed portion.
- the sensor units 30 to 33 are bonded to the right clan shaft B311 via the stretchable underlay sheets 34 to 37, the sensor units 30 to 33 can be used without degrading the detection function of the sensor units 30 to 33 during use.
- the units 30 to 33 can be detached from the right clan shaft B311 without damaging them. It is desirable that the underlay sheets 34 to 37 are elastically deformed without being plastically deformed when removed from the right crankshaft B311 and have a strength that does not damage the sensor units 30 to 33. This is because the right-side detection device 3 is reused after being removed from the right crankshaft B311.
- the main body 39A is formed with fitting holes 39a to 39d into which the sensor units 30 to 33 are fitted.
- the insertion holes 39a to 39d are arranged side by side in a straight line at a predetermined interval (21 mm in the present embodiment). As shown in FIG.
- the sensor units 30 to 33 and the portion surrounding the sensor units 30 to 33 of the lower waterproof sheet 39 are integrated with the sensor units 30 to 33 inserted into the insertion holes 39a to 39d.
- it is adhered to the underlay sheets 34-37. Therefore, it is possible to prevent intrusion of external enemies such as water from between the lower waterproof sheet 39 and the sensor units 30 to 33.
- the shapes of the respective insertion holes 39a to 39d are substantially the same as the corresponding sensor units 30 to 33, specifically, slightly larger than the sensor units 30 to 33. This makes it possible to reliably prevent the entry of water and other foreign enemies from between the lower waterproof sheet 39 and the sensor units 30 to 33, and the expansion and contraction of the underlying sheets 34 to 37 accompanying the deformation of the right crankshaft B311. This is to prevent the detection accuracy of the right-side detection device 3 from being deteriorated.
- the upper waterproof sheet 38 covers at least the plurality of sensor units 30 to 33 as a whole, and is adhered to the surface of the lower waterproof sheet 39 so as to surround the sensor units 30 to 33 as a whole and individually. In this way, the lower waterproof sheet 39 surrounding the sensor units 30 to 33 is bonded to the underlay sheets 34 to 37, and the gap between the sensor units 30 to 33 and the lower waterproof sheet 39 is blocked, while the upper waterproof sheet is used.
- the sheet 38 is adhered to the underlying sheets 34 to 37 so as to surround the sensor units 30 to 33 so as to cover the sensor units 30 to 33 as a whole, and the gap between the sensor units 30 to 33 and the upper waterproof sheet 38 is blocked. Therefore, the sensor units 30 to 33 are waterproof. Further, by removing the underlay sheets 34 to 37 from the right crankshaft B 311, the right side detection device while maintaining the waterproof function for the sensor units 30 to 33 by the underlay sheets 34 to 37, the upper waterproof sheet 38 and the lower waterproof sheet 39. 3 can be removed from the right crankshaft B311.
- the material of the upper waterproof sheet 38 and the lower waterproof sheet 39 is not particularly limited, but as shown in FIG. 3A, the upper waterproof sheet 38 and the lower waterproof sheet 39 are wound around the right crankshaft B311. It is desirable to have a certain degree of elasticity (that is, bendable) that does not break when wound around the right crankshaft B311. However, for the lower waterproof sheet 39, if the stretchability is higher than a predetermined value, the wiring provided on the lower waterproof sheet 39 may be cut. Therefore, the lower waterproof sheet 39 is less than the predetermined value, specifically, the wiring is not cut. It is desirable to have the elasticity.
- the lower waterproof sheet 39 and the right crankshaft B311 are basically in close contact, but are not bonded. This is because a predetermined tool or the like is inserted between the lower waterproof sheet 39 and the right crankshaft B311 to easily remove the right detection device 3 from the right crankshaft B311.
- the underlying sheets 34 to 37 have a wedge shape, that is, are formed into a taper shape.
- the surface of the underlay sheets 34 to 37 is formed into a square having a side of 9.0 mm, and the back surface is formed into a square having a side of 7.4 mm. Since the underlay sheets 34 to 37 are formed into a taper shape that expands toward the surface side in this way, a predetermined tool can be hooked on the tapered portion of the underlay sheets 34 to 37, and thus easily and The right detection device 3 can be detached from the right crankshaft B311 without damaging other members such as the sensor units 30 to 33 and the lower waterproof sheet 39.
- the right-side detection device 3 is configured to include the underlay sheets 34 to 37 corresponding to the sensor units 30 to 33, but the plurality of sensor units 30 to 33 are pasted together. It can also be set as the structure which comprises the underlay sheet
- the area of the undersheet is preferably small.
- the right-side detection device 3 includes the underlay sheets 34 to 37 corresponding to the sensor units 30 to 33 as in the present embodiment. From the viewpoint of detection sensitivity, it is desirable that the right crankshaft B311 and the underlay sheets 34 to 37 are made of the same material and have the same expansion / contraction coefficient.
- the thickness of the underlay sheet is not particularly limited, but if the thickness is reduced, the stretchability increases, so that the detection sensitivity of the sensor units 30 to 33 is improved. However, as the thickness is reduced, the durability is lowered, and particularly when the right-side detection device 3 is removed, it is easily broken. Therefore, it is desirable that the thickness of the underlay sheet is appropriately set with a good balance in consideration of the balance between detection sensitivity and durability.
- the right-side detection device 3 includes the sensor units 30 to 33, the underlay sheets 34 to 37, the upper waterproof sheet 38, and the lower waterproof sheet 39, which are integrated into the back sheet 34 to 37. Then, it is adhered to the strain detection points (front surface, rear surface, outer surface and inner surface described later) of the right crankshaft B311. As a result, the right-side detection device 3 is wound around the right crankshaft B311 and the sensor units 30 to 33 are attached to the right crankshaft B311 via the underlay sheets 34 to 37. That is, the underlay sheets 34 to 37, the sensor units 30 to 33, and the fitting holes 39a to 39d are provided so that the right detection device 3 is wound around the right crankshaft B311.
- the underlay sheets 34 to 37, the sensor units 30 to 33, and the insertion holes 39a to 39d are provided at positions corresponding to strain detection locations (a front surface, a rear surface, an outer surface, and an inner surface described later).
- strain detection locations a front surface, a rear surface, an outer surface, and an inner surface described later.
- the positions where the underlay sheets 34 to 37, the sensor units 30 to 33, and the fitting holes 39a to 39d are appropriately set according to the shape and structure of the attached crank.
- the sensor units 30 and 31 are used to detect a propulsive force and are attached to the front surface and the rear surface of the right crankshaft B311.
- the sensor units 32 and 33 are used to detect the loss force and are attached to the outer side surface and the inner side surface of the right crankshaft B311. Therefore, in the integrated detection device 3 for the right side, the sensor units 30 and 31 for propulsive force and the sensor units 32 and 33 for loss force are alternately arranged.
- each of the sensor units 30 to 33 of the right-side detection device 3 includes a pair of two strain gauges.
- the sensor unit 30 is attached to a surface (hereinafter referred to as “front surface”) facing forward with respect to the traveling direction of the right crankshaft B311 via an underlay sheet 34.
- the sensor unit 31 is similarly attached to a rearward facing surface (hereinafter referred to as “rear surface”) via a sheet 35.
- the sensor units 30 and 31 are arrow-shaped, and are composed of a pair of strain gauges 30a and 30b and 31a and 31b. Each sensor unit 30 and 31 is oriented in the length direction of the right crankshaft B311. Is pasted with the right pedal B321 facing along.
- the sensor unit 32 is attached to a surface (hereinafter referred to as “outer surface”) facing the outside of the bicycle B with respect to a direction orthogonal to the traveling direction of the right crankshaft B311 via a sheet 36
- the sensor unit 32 33 is attached to a surface (hereinafter referred to as “inside surface”) facing the inside of the bicycle B with respect to a direction orthogonal to the traveling direction via a sheet 37.
- the sensor units 32 and 33 are arrow-shaped and are composed of a pair of strain gauges 32a and 33b and 33a and 33b. The direction of the arrow-shaped arrow is along the length direction of the right crankshaft B311. Affixed with B321 facing.
- the sensor units 30 to 33 are connected to the right measurement device 6 by cables, and the detection values detected by the sensor units 30 to 33 are transmitted to the right measurement device 6 by detection signals.
- the rotation direction of the pedal action force is detected by the sensor units 30 and 31 attached to the front and rear surfaces of the right crankshaft B311, that is, the surfaces receiving the force in the rotation direction of the right crankshaft B311.
- a component propulsive force
- These strain gauges 30a, 30b, 31a and 31b constitute a propulsive force bridge circuit 3A shown in FIG.
- the pair of strain gauges 30a and 30b and the strain gauges 31a and 31b constituting the sensor units 30 and 31 are respectively arranged on opposite sides of the propulsive force bridge circuit 3A.
- the pedal acting force is exerted by the sensor units 32 and 33 attached to the inner and outer surfaces of the right crankshaft B311, that is, the surfaces receiving the force in the inner and outer directions of the right crankshaft B311.
- a radial direction component (loss force) is detected.
- These strain gauges 32a, 32b, 33a, and 33b constitute a loss force bridge circuit 3B shown in FIG. 7B.
- the pair of strain gauges 32a and 32b and the strain gauges 33a and 33b constituting the sensor units 32 and 33 are respectively disposed on opposite sides of the loss force bridge circuit 3B.
- the rotational direction component Fx and the radial direction component Fy of the pedal acting force can be calculated as follows. This calculation is performed by the control unit 60 of the right-side measuring device 6 to which each bridge circuit is connected.
- an amplifier circuit such as an operational amplifier is interposed between the bridge circuits 3A and 3B and the control unit 60, the power values finally acquired by the control unit 60 are set as the following output value X and output value Y. .
- Xz and [Yz] represent output values to the control unit 60 when the right crankshaft B311 is in a no-load state
- Xr and [Yr] represent rotation directions of the right crankshaft B311 of 20 [kgf].
- An output value to the control unit 60 in a state where the component is received and “Xd” and [Yd] are output values to the control unit 60 in a state where the right crankshaft B311 receives a radial direction component of 20 [kgf].
- the cycle computer 1 includes a control unit 10 that performs control, an operation that can be performed, and an input unit 11 that transmits an operation detection signal indicating the operated content to the control unit 10.
- a display unit 12 for displaying predetermined information, a transmission / reception unit 14 for transmitting / receiving predetermined information to / from the right measuring device 6 according to a command from the control unit 10, and a power supply unit 15 for supplying power to the control unit 10.
- the control unit 10 includes a CPU 10a, a ROM 10b, and a RAM 10c.
- the CPU 10a controls basic processing as a cycle computer including display of predetermined parameters related to pedaling and determination processing of a calibration execution condition of the right-side detection device 3 to be described later, based on a program stored in advance in the ROM 10b. To do.
- the ROM 10b stores in advance program codes for executing basic processing as a cycle computer executed by the CPU 10a and determination processing of calibration execution conditions of the right-side detection device 3.
- the RAM 10c functions as a working area for data and the like in arithmetic processing performed when the CPU 10a executes basic processing as a cycle computer and determination processing of calibration execution conditions of the right-side detection device 3.
- the input unit 11 includes operable operation units 11a to 11c (see FIG. 2), converts input signals accompanying operations received by the operation units 11a to 11c into control information corresponding to the operations, and transmits the control information to the control unit 10. To do.
- the operation units 11a and 11c have a button structure that can be pressed, and 11b has a cross key structure.
- the driver can input specific information related to the driver and the bicycle, select execution / non-execution of calibration, which will be described later, and the like by combining the operations of the operation units 11a to 11c.
- the display unit 12 displays, for example, a work rate and torque for each predetermined crank rotation angle for each foot, or a screen for selecting calibration execution when the power is turned on as described later.
- the display unit 12 may be configured with a touch panel, and the input unit 11 and the display unit 12 may be integrated.
- the transmitter / receiver 14 is an interface for transmitting / receiving data to / from an external processing device such as a mobile terminal such as a mobile phone or a PC installed at home or the like, including the right measurement device 6 and the left measurement device 7. It is.
- an external processing device such as a mobile terminal such as a mobile phone or a PC installed at home or the like, including the right measurement device 6 and the left measurement device 7. It is.
- the right measurement device 6 includes a control unit 60 that controls the voltage, a voltage output unit 61 that outputs (adds) a voltage to the voltage output from each bridge circuit 3A and 3B of the right detection device 3, and each bridge circuit 3A and 3B.
- a voltage amplifying unit 62 for amplifying the voltage output from voltage amplifying unit 61 added to the voltage output from voltage, voltage detecting unit 63 for detecting the voltage value of the voltage output from voltage amplifying unit 62, and cycle computer 1 includes a transmission / reception unit 64 that transmits a signal to the cycle computer 1 and a power supply unit 65 that supplies power to the control unit 60.
- Each bridge circuit 3A, 3B is independently connected to the voltage amplifying unit 62.
- the voltage output unit 61 includes a D / A converter, and is connected to a cable that connects each of the bridge circuits 3A and 3B and the voltage amplification unit 62. That is, the voltage output unit 61 can individually add a voltage to the voltage output from the propulsive force bridge circuit 3A and the voltage output from the loss power bridge circuit 3B.
- the voltage amplifying unit 62 is composed of an operational amplifier, and a voltage A obtained by adding the voltage output from the voltage output unit 61 to the voltage output from the propulsive force bridge circuit 3A, and a voltage output from the loss power bridge circuit 3B. And the voltage B obtained by adding the voltage output from the voltage output unit 61 to each other are individually amplified.
- the voltage detection unit 63 is composed of an A / D converter, and can detect the voltage value of the voltage amplified by the voltage amplification unit 62 (hereinafter, amplified based on A output from the bridge circuit 3A).
- the voltage value of the voltage is referred to as “propulsive force voltage value Va”
- the voltage value of the voltage amplified based on the voltage B output from the bridge circuit 3B is referred to as “loss force voltage value Vb”.
- the performance of the voltage detection unit 63 that is an A / D converter is such that the resolution is “10” bits, the maximum input value is “1.5” V, and the sensitivity (slope) is “7. 32 "mV / kgf.
- the control unit 60 includes a CPU 60a, a ROM 60b, and a RAM 60c.
- the CPU 60a controls calibration of the right-side detection device 3 to be described later, based on a program stored in advance in the ROM 60b.
- the ROM 60b stores in advance a program code for executing calibration of the right detection device 3 executed by the CPU 60a.
- the RAM 60c functions as a working area for data and the like in arithmetic processing performed when the CPU 60a performs calibration of the right detection device 3.
- a predetermined execution condition for performing calibration hereinafter referred to as “calibration execution condition”
- the control unit 60 detects each detected value (propulsion voltage value Va, loss) detected by the voltage detection unit 63.
- the voltage output unit 61 is caused to apply a predetermined voltage to the bridge circuits 3A and 3B.
- the determination value is set for each detected value (hereinafter, the determination value for the propulsive force voltage value Va is referred to as “determination value Vs for propulsive force”, and the determination value for the loss force voltage value Vb is “loss power”. For example, determination value Vt). That is, determination values are set for the propulsive force bridge circuit 3A and the loss force bridge circuit 3B.
- the control unit 60 repeats the above processing until the propulsive force voltage value Va and the loss force voltage value Vb exceed the propulsion force determination value Vs and the loss force determination value Vt, respectively.
- the predetermined calibration execution condition will be described later.
- the propulsive force Fx and the loss force Fy will be described separately.
- the loss power Fy will be described.
- the reason why the desired detection range of the propulsive force Fx is biased toward the “+” side is that the right crankshaft B311 (the right pedal B321) is likely to be applied with a positive force (the direction of the rowing) and is negative. This is because the dynamic range in the positive direction of the propulsive force (the rotational direction component of the pedal acting force) is increased to detect the rotational direction component accurately and reliably because it is difficult to apply a direction force. It should be noted that since the negative force is not applied at all, it is desirable to set the negative dynamic range appropriately.
- the control unit 10 causes the display unit 12 to display a screen for selecting execution / non-execution of calibration of the right-side detection device 3 (hereinafter referred to as “calibration selection screen”). .
- calibration selection screen a screen for selecting execution / non-execution of calibration of the right-side detection device 3
- the control unit 10 informs the transmission / reception unit 14 that the execution of calibration has been selected. To send to.
- the control unit 60 of the right-side measuring device 6 receives information from the transmission / reception unit 64 that the execution of calibration has been selected, the control unit 60 executes the calibration described above. That is, the calibration execution condition is “the input unit 11 receives a predetermined operation when the calibration selection screen is displayed on the display unit 12”. That is, calibration is performed manually.
- control unit 10 When the power is supplied from the power supply unit 15, the control unit 10 causes the display unit 12 to display a calibration selection screen in step S10.
- control unit 10 determines whether or not control information is transmitted from the input unit 11 in step S11. If there is no control information, the control unit 10 repeatedly performs the determination. If there is control information, the control unit 10 determines in step S12 whether the control information indicates execution of calibration.
- control unit 10 ends the main process as it is, and when the control information indicates “execution of calibration”, transmission / reception
- the information indicating that “execution of calibration” is selected is sent to the measurement device 6 for the right side, and the main process ends.
- step S20 the control unit 60 determines whether a propulsion force calibration completion flag, which will be described later, is turned on. If the control unit 60 determines that the propulsion force calibration completion flag is turned on, the control unit 60 proceeds to step S25. If the control unit 60 determines that the propulsion force calibration completion flag is not turned on, the control unit 60 proceeds to the voltage detection unit 63 in step S21. The force voltage value Va is detected.
- step S22 the control unit 60 determines whether or not the propulsive force voltage value Va is greater than or equal to the propulsive force determination value Vs.
- the control unit 60 turns on the driving force calibration completion flag in a predetermined area of the RAM 60c in step S24.
- the control unit 60 supplies a predetermined voltage to the voltage output unit 61 in step S23. Multiply to 3A.
- step S25 the control unit 60 determines whether or not a loss force calibration completion flag, which will be described later, is turned on. If the control unit 60 determines that the loss force calibration completion flag is ON, the process proceeds to step S30. If the control unit 60 determines that the loss force calibration completion flag is not ON, the control unit 60 causes the voltage detection unit 63 to perform loss in step S26. The force voltage value Vb is detected.
- step S27 the controller 60 determines whether or not the loss force voltage value Vb is greater than or equal to the loss force determination value Vt.
- the control unit 60 turns on the loss force calibration completion flag in a predetermined region of the RAM 60c in step S29, and when determining that Vb ⁇ Vt, the control unit 60 applies a predetermined voltage to the voltage output unit 61 in step S28. It is applied to the circuit 3B.
- step S30 the control unit 60 determines whether both the propulsion force calibration completion flag and the loss force calibration completion flag are turned on. If it is determined that both are ON, the control unit 60 ends the calibration execution process, and if it is determined that none is ON, the process returns to step S20.
- the propulsion force calibration completion flag and the loss force calibration completion flag that are turned on by the calibration execution process are turned off at an appropriate timing such as when power is cut off or after step S30.
- the calibration of the right-side detection device 3 by the cycle computer 1 and the right-side measurement device 6 has been described, but the left-side detection is similarly performed by the cycle computer 1 and the left-side measurement device 7. Calibration of the device 4 is performed.
- the right-side detection device 3 is connected to the right-side measurement device 6 including the control unit 60, and the right-side measurement device 6 includes the voltage detection unit 63 and the voltage output unit 61. Calibration can be performed before and the measured value can be measured accurately.
- the pedaling monitor 100 is connected to a pedal such as a non-running exercise bike for training installed in a sports gym or a boat (for example, a swan boat) propelled by pushing a pedal manually, in addition to a bicycle traveling on the road. It can be used for vehicles that rotate the crank.
- a pedal such as a non-running exercise bike for training installed in a sports gym or a boat (for example, a swan boat) propelled by pushing a pedal manually, in addition to a bicycle traveling on the road. It can be used for vehicles that rotate the crank.
- the pedal action force and the average torque are displayed by the cycle computer 1, but the pedal action force and the torque average are displayed by application software of a mobile terminal such as a mobile phone.
- the mobile terminal may be installed on the bicycle B or carried by the driver.
- the calibration selection screen is displayed when the power is turned on, but can be arbitrarily displayed by operating the input unit 11.
- the shape, size, material, and the like of the sensor units 30 to 33, the underlay sheets 34 to 37, the upper waterproof sheet 38, and the lower waterproof sheet of the right-side detection device 3 are not limited to the first embodiment.
- the calibration of the right detection device 3 is not limited to the first embodiment.
- the temperature sensor 9 that detects the temperature is connected to the control unit 60, and the temperature detected by the temperature sensor 9 when performing calibration before use is stored as a reference temperature in a predetermined storage device. After that, the calibration is automatically executed under the condition that the difference between the temperature detected by the temperature sensor and the reference temperature exceeds a predetermined threshold on condition that the power is turned on. You can also make it.
- the temperature sensor 9 detects the temperature, and the voltage detection unit 63 detects the voltage value and adjusts the detection value Va (Vb) to 0V. Further, before the right side detection device 3 is attached to the bicycle B after shipment, the temperature sensor 9 detects the temperature, and the voltage detection unit 63 detects the voltage value and adjusts the detection value Va (Vb) to 0V. .
- the temperature detected by the temperature sensor 9 (the detected temperature before shipment is referred to as “reference temperature A”, and the detected temperature before installation after shipment is referred to as “reference temperature B”) and each reference temperature detection
- the voltage value first detected by the voltage detection unit 63 is associated with and stored in the storage device such as the ROM 60b or the RAM 60c of the control unit 60 (the voltage value first detected when the reference temperature A is detected).
- “Temperature calibration value a” and the first voltage value detected when the reference temperature B is detected is “temperature calibration value b”.
- the reference temperature A (“temperature A” in FIG. 13) and the temperature calibration value a
- the reference temperature B (“temperature B” in FIG. 13) and the temperature calibration value b.
- a relational expression between the detected temperature and the temperature calibration value is calculated and stored in a storage device such as the ROM 60b or the RAM 60c.
- the calibration execution condition is satisfied (for example, when the difference between the detected temperature and the reference temperature A exceeds a predetermined threshold) after the right-side detection device 3 is attached to the bicycle B, the temperature sensor The temperature detected by 9 is input, a correction calibration value is calculated, and the voltage indicated by the calculated correction calibration value is output from the voltage output unit 61.
- the number of reference temperatures and temperature calibration values and the detection timing are not limited to the above example. Further, the calibration execution condition is not limited to “the difference between the detected temperature and the reference temperature A exceeds a predetermined threshold”.
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Abstract
Provided are: a detection device that can be calibrated even after shipment and before use and that can measure measurement values accurately; a crank provided with said detection device; a bicycle provided with said detection device; a method for correcting voltage values; a voltage-value correction program; and a recording medium having the voltage-value correction program recorded thereon. This detection device comprises: at least one strain gauge (30-34) bonded to a crank that is rotatably coupled to a bicycle body; a voltage detection unit (63) that detects the voltage value which is output from the strain gauge (30-34); and an adjustment unit (60, 61) that adjusts the voltage value of the strain gauge (30-34) in a no-load state on the basis of the detection value detected by the voltage detection unit (63).
Description
本発明は、検出装置、検出装置が取り付けられたクランク、検出装置が取り付けられた自転車、電圧値の補正方法、電圧値補正プログラム及び電圧値補正プログラムを記録した媒体に関する。
The present invention relates to a detection device, a crank to which the detection device is attached, a bicycle to which the detection device is attached, a voltage value correction method, a voltage value correction program, and a medium on which the voltage value correction program is recorded.
従来、自転車に装着され、自転車の走行に関する情報や運転者の運動に関する情報を算出し、表示するサイクルコンピュータと称される装置がある。サイクルコンピュータは、自転車に設けられた各種センサから送信される信号に基づいて所定の情報を算出する。例えば、特許文献1に示すようなひずみゲージをクランクに貼り付けておくことで、サイクルコンピュータはひずみゲージによる検出値に基づいてペダルに作用する力を測定し、ペダリングによる全体の仕事率やトルクを算出して表示する。
2. Description of the Related Art Conventionally, there is a device called a cycle computer that is mounted on a bicycle and calculates and displays information related to the traveling of the bicycle and information related to the movement of the driver. The cycle computer calculates predetermined information based on signals transmitted from various sensors provided on the bicycle. For example, by attaching a strain gauge as shown in Patent Document 1 to the crank, the cycle computer measures the force acting on the pedal based on the value detected by the strain gauge, and calculates the overall work rate and torque by pedaling. Calculate and display.
ここで、特許文献1に記載されるようなひずみゲージは、温度変化や経年変化を引き起こすことから出荷時にキャリブレーション(0点調整)を行っても、使用時には0点(基準点)がずれてしまう。
Here, a strain gauge as described in Patent Document 1 causes a temperature change and a secular change. Therefore, even if calibration (zero point adjustment) is performed at the time of shipment, the zero point (reference point) is shifted during use. End up.
本発明は、上述した事情に鑑みてなされたものであり、上述のような問題を解決することを課題の一例とするものであり、これらの課題を解決することができる検出装置、電圧値の補正方法、電圧値補正プログラム及び電圧値補正プログラムを記録した媒体を提供することを目的とする。
This invention is made | formed in view of the situation mentioned above, and makes it an example of a subject to solve the above problems, The detection apparatus which can solve these subjects, and voltage value An object is to provide a correction method, a voltage value correction program, and a medium on which the voltage value correction program is recorded.
上記課題を解決するために、本発明に係る検出装置は、車体に回転自在に連結されたクランクに貼り付けられる一つ又は複数のひずみゲージと、前記ひずみゲージが出力する電圧値を検出する電圧検出部と、前記電圧検出部によって検出された検出値に基づいて、前記ひずみゲージの無負荷状態における電圧値を調整する調整部と、を有することを特徴とする。
また、上記課題を解決するために、本発明に係る電圧値の補正方法は、車体に回転自在に連結されたクランクに貼り付けられる一つ又は複数のひずみゲージが出力する電圧値を検出する第1工程と、前記第1工程において検出された検出値に基づいて、前記ひずみゲージの無負荷状態における電圧値を調整する第2工程と、を有することを特徴とする。
また、上記課題を解決するために、本発明に係る電圧値補正プログラムは、コンピュータに、車体に回転自在に連結されたクランクに貼り付けられた一つ又は複数のひずみゲージが出力する電圧値を検出させる検出機能と、前記検出機能により検出された検出値に基づいて、前記ひずみゲージの無負荷状態における電圧値を調整させる調整機能と、を実現させることを特徴とする。 In order to solve the above problems, a detection device according to the present invention includes one or a plurality of strain gauges attached to a crank rotatably connected to a vehicle body, and a voltage for detecting a voltage value output from the strain gauge. It has a detection part, and an adjustment part which adjusts a voltage value in a no-load state of the strain gauge based on a detection value detected by the voltage detection part.
In order to solve the above-described problem, a voltage value correction method according to the present invention is a first method for detecting a voltage value output from one or more strain gauges attached to a crank rotatably connected to a vehicle body. And a second step of adjusting a voltage value in an unloaded state of the strain gauge based on the detection value detected in the first step.
In order to solve the above-described problem, the voltage value correction program according to the present invention provides a computer with a voltage value output from one or more strain gauges attached to a crank that is rotatably connected to a vehicle body. A detection function to be detected and an adjustment function to adjust a voltage value in an unloaded state of the strain gauge based on a detection value detected by the detection function are realized.
また、上記課題を解決するために、本発明に係る電圧値の補正方法は、車体に回転自在に連結されたクランクに貼り付けられる一つ又は複数のひずみゲージが出力する電圧値を検出する第1工程と、前記第1工程において検出された検出値に基づいて、前記ひずみゲージの無負荷状態における電圧値を調整する第2工程と、を有することを特徴とする。
また、上記課題を解決するために、本発明に係る電圧値補正プログラムは、コンピュータに、車体に回転自在に連結されたクランクに貼り付けられた一つ又は複数のひずみゲージが出力する電圧値を検出させる検出機能と、前記検出機能により検出された検出値に基づいて、前記ひずみゲージの無負荷状態における電圧値を調整させる調整機能と、を実現させることを特徴とする。 In order to solve the above problems, a detection device according to the present invention includes one or a plurality of strain gauges attached to a crank rotatably connected to a vehicle body, and a voltage for detecting a voltage value output from the strain gauge. It has a detection part, and an adjustment part which adjusts a voltage value in a no-load state of the strain gauge based on a detection value detected by the voltage detection part.
In order to solve the above-described problem, a voltage value correction method according to the present invention is a first method for detecting a voltage value output from one or more strain gauges attached to a crank rotatably connected to a vehicle body. And a second step of adjusting a voltage value in an unloaded state of the strain gauge based on the detection value detected in the first step.
In order to solve the above-described problem, the voltage value correction program according to the present invention provides a computer with a voltage value output from one or more strain gauges attached to a crank that is rotatably connected to a vehicle body. A detection function to be detected and an adjustment function to adjust a voltage value in an unloaded state of the strain gauge based on a detection value detected by the detection function are realized.
(実施の形態1)
以下、本発明の実施の形態について図面を参照しながら具体的に説明する。図1(a)は、自転車のペダリングにより、クランクの回転に寄与しクランクを回転させる力(推進力)及びクランク回転に寄与していない力(損失力)を所定のクランク回転角度毎に算出し、運転者が行った仕事率やトルクを表示するペダリングモニタ100が自転車Bに取り付けられている様子を表す側面図、図1(b)はペダリングモニタ100が自転車Bに取り付けられている様子を表す正面図である。 (Embodiment 1)
Hereinafter, embodiments of the present invention will be specifically described with reference to the drawings. Fig. 1 (a) shows the calculation of the force that contributes to the rotation of the crank (propulsion force) and the force that does not contribute to the crank rotation (loss force) for every predetermined crank rotation angle by pedaling the bicycle. FIG. 1B is a side view showing a state where thepedaling monitor 100 displaying the work rate and torque performed by the driver is attached to the bicycle B, and FIG. 1B shows a state where the pedaling monitor 100 is attached to the bicycle B. It is a front view.
以下、本発明の実施の形態について図面を参照しながら具体的に説明する。図1(a)は、自転車のペダリングにより、クランクの回転に寄与しクランクを回転させる力(推進力)及びクランク回転に寄与していない力(損失力)を所定のクランク回転角度毎に算出し、運転者が行った仕事率やトルクを表示するペダリングモニタ100が自転車Bに取り付けられている様子を表す側面図、図1(b)はペダリングモニタ100が自転車Bに取り付けられている様子を表す正面図である。 (Embodiment 1)
Hereinafter, embodiments of the present invention will be specifically described with reference to the drawings. Fig. 1 (a) shows the calculation of the force that contributes to the rotation of the crank (propulsion force) and the force that does not contribute to the crank rotation (loss force) for every predetermined crank rotation angle by pedaling the bicycle. FIG. 1B is a side view showing a state where the
自転車Bは、車体のフレームB1と、当該自転車Bの前後においてフレームB1で回転自在に軸支されることにより、フレームB1を移動自在に支持する二つの車輪B2(前輪B21及び後輪B22)と、自転車Bを推進させるための推進力を後輪B22に伝える駆動機構B3と、運転者が操縦するためのハンドルB4と、運転者が着座するためのサドルB5とを有する。
The bicycle B has a vehicle body frame B1 and two wheels B2 (front wheel B21 and rear wheel B22) that support the frame B1 movably by being pivotally supported by the frame B1 before and after the bicycle B. The driving mechanism B3 transmits a propulsive force for propelling the bicycle B to the rear wheel B22, the handle B4 for the driver to steer, and the saddle B5 for the driver to sit on.
駆動機構B3は、一端に回動軸(クランク軸)を有し、斯かる回動軸がフレームB1に対して回転自在に軸支されるアルミ製のクランクB31、クランクB31の他端において回転自在に軸支されると共に、運転者等から力を受けるペダルB32、クランクB31の上記一端にあるクランク軸を共通の回動軸としてクランクB31に接続され、クランクB31と一体的に回動するチェーンリングB34、及び、後輪B22の回動軸を共通の回動軸として後輪B22と一体的に回転するように配されたリアスプロケット(図示せず)とチェーンリングB34とを連結してペダルB32に作用する力(以下、「ペダル作用力」という)を後輪B22に伝達するチェーンB33を具備する。
The drive mechanism B3 has a rotating shaft (crankshaft) at one end, and the rotating shaft is rotatably supported at the other end of the crank B31 by an aluminum crank B31 that is rotatably supported with respect to the frame B1. A chain ring that is pivotally supported by the driver and connected to the crank B31 with the crankshaft at the one end of the pedal B32 and the crank B31 as a common turning shaft, and rotates integrally with the crank B31. B34 and a rear sprocket (not shown) arranged so as to rotate integrally with the rear wheel B22 by using the rotation axis of the rear wheel B22 as a common rotation axis, and a chain ring B34 are connected to each other to connect the pedal B32. A chain B33 for transmitting a force acting on the rear wheel (hereinafter referred to as "pedal acting force") to the rear wheel B22.
クランクB31は、自転車Bの進行方向を向いて右側に配置される右クランクシャフトB311と、自転車Bの進行方向を向いて左側に配置される左クランクシャフトB312とを有し、これら左右のクランクシャフトB311、B312は、上記クランク軸を対称点とする点対称となる位置で固着されている。また、ペダルB32も、右クランクシャフトB311の先端部に取り付けられた右ペダル軸(図示せず)に回転自在に支持される右ペダルB321と、左クランクシャフトB312の先端部に取り付けられた左ペダル軸(図示せず)に回転自在に支持される左ペダルB322とを有する。なお、右クランクシャフトB311と左クランクシャフトB312と、右ペダルB321と左ペダルB322とはそれぞれは同一形状・構造である。
The crank B31 has a right crankshaft B311 disposed on the right side facing the traveling direction of the bicycle B, and a left crankshaft B312 disposed on the left side facing the traveling direction of the bicycle B, and these left and right crankshafts. B311 and B312 are fixed at a point-symmetrical position with the crankshaft as a symmetric point. The pedal B32 is also a right pedal B321 that is rotatably supported by a right pedal shaft (not shown) attached to the tip of the right crankshaft B311 and a left pedal attached to the tip of the left crankshaft B312. And a left pedal B322 rotatably supported by a shaft (not shown). The right crankshaft B311 and the left crankshaft B312 and the right pedal B321 and the left pedal B322 have the same shape and structure.
ペダリングモニタ100は、クランクB31の回転角度を検出するクランク回転角度検出装置2、右クランクシャフトB311に作用する力(=ペダル作用力)を検出する右側用検出装置3、左クランクシャフトB312に作用する力(=ペダル作用力)を回転検出する左側用検出装置4、クランクB31の回転速度を検出するケイデンス検出装置5を備える。なお、右側用検出装置3及び左側用検出装置4は、それぞれクランクB31の回転に寄与する力(以下、「推進力」という)とクランクB31の回転に寄与しない力(以下、「損失力」という)とを分けて検出する。
The pedaling monitor 100 acts on the crank rotation angle detection device 2 that detects the rotation angle of the crank B31, the detection device 3 on the right side that detects the force acting on the right crankshaft B311 (= pedal action force), and the left crankshaft B312. A left-side detection device 4 that detects rotation of a force (= pedal action force) and a cadence detection device 5 that detects the rotation speed of the crank B31 are provided. The right-side detection device 3 and the left-side detection device 4 each have a force that contributes to the rotation of the crank B31 (hereinafter referred to as “propulsion force”) and a force that does not contribute to the rotation of the crank B31 (hereinafter referred to as “loss force”). ) Separately.
また、ペダリングモニタ100は、クランク回転角度検出装置2、右側用検出装置3、並びに左側用検出装置4が検出して送信する検出信号(検出値)に基づいて、右足側の所定のクランク回転角度におけるペダル作用力及び運転者により行われた仕事量やトルクを算出し、サイクルコンピュータ1に送信する右側用計測装置6、左足側の所定のクランク回転角度におけるペダル作用力及び運転者により行われた仕事量やトルクを算出し、サイクルコンピュータ1に送信する左側用計測装置7、及び、所定のクランク回転角度における仕事量やトルク等を足毎に表示するサイクルコンピュータ1を備える。
Further, the pedaling monitor 100 detects a predetermined crank rotation angle on the right foot side based on a detection signal (detection value) detected and transmitted by the crank rotation angle detection device 2, the right detection device 3, and the left detection device 4. The pedal acting force and the amount of work and torque performed by the driver are calculated and transmitted to the cycle computer 1, and the pedal working force and the driver at a predetermined crank rotation angle on the left foot side are transmitted to the cycle computer 1. The left side measuring device 7 that calculates the work amount and torque and transmits it to the cycle computer 1 and the cycle computer 1 that displays the work amount and torque at a predetermined crank rotation angle for each foot are provided.
なお、右側用計測装置6はチェーンリングB34に固定され、左側用計測装置7は左クランクシャフトB312に固定されている(図3参照)。そして、各検出装置2~5と、各計測装置6~7とは有線で接続されている。また、図2に示すように、サイクルコンピュータ1はハンドルB4に固定され、サイクルコンピュータ1、右側用計測装置6及び左側用計測装置7は図示しない発信機を備えており、相互に無線で接続されている。
The right measuring device 6 is fixed to the chain ring B34, and the left measuring device 7 is fixed to the left crankshaft B312 (see FIG. 3). The detection devices 2 to 5 and the measurement devices 6 to 7 are connected by wire. Further, as shown in FIG. 2, the cycle computer 1 is fixed to the handle B4, and the cycle computer 1, the right side measuring device 6 and the left side measuring device 7 are provided with a transmitter (not shown) and are connected to each other wirelessly. ing.
クランク回転角度検出装置2は、複数の磁石が所定間隔をおいて円形状に配された磁石群が設けられた被センシング部21と、この磁石群からなる被センシング部21を検出する磁気センサを備えるセンシング部22とからなる。被センシング部21は右クランクシャフトB311に対向する様にフレームB1の側面に固定され、センシング部22はチェーンリングB34に固定され、クランクB31と共に回転する。なお、本実施の形態において被センシング部21は右側用計測装置6の中に組み込まれており、一体化されている。センシング部22は回転しながら、磁石群の各磁石を検出し、磁石群の各磁石を検出する度にクランク回転角度検出信号を右側用計測装置6及び左側用計測装置7に送信する。右側用計測装置6及び左側用計測装置7はクランク回転角度検出信号に基づいてクランクB31のクランク回転角度(θ)を検出することができる。
The crank rotation angle detection device 2 includes a sensing unit 21 provided with a magnet group in which a plurality of magnets are arranged in a circle at predetermined intervals, and a magnetic sensor that detects the sensing unit 21 including the magnet group. And a sensing unit 22 provided. The sensed part 21 is fixed to the side surface of the frame B1 so as to face the right crankshaft B311. The sensing part 22 is fixed to the chain ring B34 and rotates together with the crank B31. In addition, in this Embodiment, the to-be-sensed part 21 is integrated in the measurement apparatus 6 for right side, and is integrated. The sensing unit 22 detects each magnet in the magnet group while rotating, and transmits a crank rotation angle detection signal to the right-side measurement device 6 and the left-side measurement device 7 each time it detects each magnet in the magnet group. The right measuring device 6 and the left measuring device 7 can detect the crank rotation angle (θ) of the crank B31 based on the crank rotation angle detection signal.
右側用検出装置3は、図3(a)に示すように、全体的にシート状となっており、右クランクシャフトB311に巻き付いている。一方、左側用検出装置4も、図3(b)に示すように、全体的にシート状となっており、左クランクシャフトB312に巻き付いている。右側用検出装置3の構成と左側用検出装置4の構成とは同様であるため、以下、右側用検出装置3について説明する。
As shown in FIG. 3A, the right detection device 3 has a sheet shape as a whole, and is wound around the right crankshaft B311. On the other hand, as shown in FIG. 3B, the left-side detection device 4 also has a sheet shape as a whole, and is wound around the left crankshaft B312. Since the configuration of the right detection device 3 and the configuration of the left detection device 4 are the same, the right detection device 3 will be described below.
右側用検出装置3は、図4及び図5に示すように、検出対象の歪みを検出するセンサユニット30~33、各センサユニット30~33の下敷きとなって右クランクシャフトB311に直接貼り付けられる下敷きシート34~37、センサユニット30~33をまとめて全体的にセンサユニット30~33の表面側から覆う上側防水シート38、及び、上側防水シート38の裏面と右クランクシャフトB311の表面との間に形成される隙間とセンサユニット30~33とを遮断する下側防水シート39を具備する。
As shown in FIGS. 4 and 5, the right-side detection device 3 is directly attached to the right crankshaft B311 as an underlay for the sensor units 30 to 33 for detecting distortion to be detected and the sensor units 30 to 33. The upper waterproof sheet 38 that covers the underlay sheets 34 to 37 and the sensor units 30 to 33 as a whole from the surface side of the sensor units 30 to 33, and the back surface of the upper waterproof sheet 38 and the surface of the right crankshaft B311 The lower waterproof sheet 39 is provided to block the gap formed between the sensor units 30 to 33.
下敷きシート34~37は伸縮性(弾性)を有するアルミ板で構成され、一方の面(以下、「表面」という)でセンサユニット30~33に接着されており、他方の面(以下、「裏面」という)で右クランクシャフトB311の歪み検出箇所に接着される。なお、各下敷きシート34~37の表面は、それぞれの対応するセンサユニット30~33より大きく、センサユニット30~33が接着されると、その一部が露出する。この露出している部分に下側防水シート39が接着されている。
The underlay sheets 34 to 37 are made of stretchable (elastic) aluminum plates, and are bonded to the sensor units 30 to 33 on one side (hereinafter referred to as “front surface”), and the other side (hereinafter referred to as “back surface”). ”) And bonded to the strain detection portion of the right crankshaft B311. The surface of each of the underlay sheets 34 to 37 is larger than the corresponding sensor unit 30 to 33, and a part of the surface is exposed when the sensor units 30 to 33 are bonded. The lower waterproof sheet 39 is bonded to the exposed portion.
このように、センサユニット30~33が伸縮性を有する下敷きシート34~37を介して右クランシャフトB311に接着されるので、使用時においてセンサユニット30~33の検出機能を低下させることなく、センサユニット30~33を破損させずに右クランシャフトB311から取り外すことが可能となる。なお、下敷きシート34~37は、右クランクシャフトB311から取り外す際に、塑性変形することなく弾性変形し、且つ、センサユニット30~33を破損させない強度を有することが望ましい。右側用検出装置3を右クランクシャフトB311から取り外した後に再利用するためである。
Thus, since the sensor units 30 to 33 are bonded to the right clan shaft B311 via the stretchable underlay sheets 34 to 37, the sensor units 30 to 33 can be used without degrading the detection function of the sensor units 30 to 33 during use. The units 30 to 33 can be detached from the right clan shaft B311 without damaging them. It is desirable that the underlay sheets 34 to 37 are elastically deformed without being plastically deformed when removed from the right crankshaft B311 and have a strength that does not damage the sensor units 30 to 33. This is because the right-side detection device 3 is reused after being removed from the right crankshaft B311.
下側防水シート39は、PET樹脂製あるいはABS樹脂製等の樹脂シート(t=0.1mm又は0.05mm)からなり、略T字状に成形され、センサユニット30~33が配される本体部39Aと、各センサユニット30~33のケーブルを集中させて右側用計測装置6へ導くための接続部39Bとで構成されている。本体部39Aには、各センサユニット30~33が嵌入される嵌入孔39a~39dが形成されている。嵌入孔39a~39dは直線状に所定間隔をおいて(本実施の形態においては21mm)並設されている。そして、図5に示すように、嵌入孔39a~39dにセンサユニット30~33が嵌入された状態で、センサユニット30~33と下側防水シート39のセンサユニット30~33を取り囲む部分とが一体的に下敷きシート34~37に接着されている。よって、下側防水シート39とセンサユニット30~33との間から水等の外敵の浸入を防ぐことができる。また、各嵌入孔39a~39dの形状は、対応するセンサユニット30~33と略同一に、具体的には、センサユニット30~33より僅かに大きくなっている。これは下側防水シート39とセンサユニット30~33との間から水等の外敵の浸入を確実に防ぐことができるようにすると共に、右クランクシャフトB311の変形に伴う下敷きシート34~37の伸縮が阻害されて右側用検出装置3の検出精度が低下しないようにするためである。
The lower waterproof sheet 39 is made of a resin sheet made of PET resin or ABS resin (t = 0.1 mm or 0.05 mm), is formed in a substantially T shape, and is a main body on which the sensor units 30 to 33 are arranged. It comprises a part 39A and a connection part 39B for concentrating the cables of the sensor units 30 to 33 and guiding them to the right measuring device 6. The main body 39A is formed with fitting holes 39a to 39d into which the sensor units 30 to 33 are fitted. The insertion holes 39a to 39d are arranged side by side in a straight line at a predetermined interval (21 mm in the present embodiment). As shown in FIG. 5, the sensor units 30 to 33 and the portion surrounding the sensor units 30 to 33 of the lower waterproof sheet 39 are integrated with the sensor units 30 to 33 inserted into the insertion holes 39a to 39d. In particular, it is adhered to the underlay sheets 34-37. Therefore, it is possible to prevent intrusion of external enemies such as water from between the lower waterproof sheet 39 and the sensor units 30 to 33. Further, the shapes of the respective insertion holes 39a to 39d are substantially the same as the corresponding sensor units 30 to 33, specifically, slightly larger than the sensor units 30 to 33. This makes it possible to reliably prevent the entry of water and other foreign enemies from between the lower waterproof sheet 39 and the sensor units 30 to 33, and the expansion and contraction of the underlying sheets 34 to 37 accompanying the deformation of the right crankshaft B311. This is to prevent the detection accuracy of the right-side detection device 3 from being deteriorated.
上側防水シート38は、ゴム板(t=0.3mm)からなり、下側防水シート39と同一の形状に成形されている。上側防水シート38は、少なくとも複数個のセンサユニット30~33を全体的に覆い、センサユニット30~33を全体的に且つ個々に取り囲むように下側防水シート39の表面に接着されている。このように、センサユニット30~33を囲んだ下側防水シート39が下敷きシート34~37に接着されて、センサユニット30~33と下側防水シート39との隙間が遮断される一方、上側防水シート38がセンサユニット30~33を全体的に覆った状態で取り囲むように下敷きシート34~37に接着され、センサユニット30~33と上側防水シート38との隙間が遮断されている。よって、センサユニット30~33が防水されている。さらに、下敷きシート34~37を右クランクシャフトB311から取り外すことで、下敷きシート34~37、上側防水シート38及び下側防水シート39によるセンサユニット30~33に対する防水機能を維持したまま右側用検出装置3を右クランクシャフトB311から取り外すことができる。
The upper waterproof sheet 38 is made of a rubber plate (t = 0.3 mm) and is formed in the same shape as the lower waterproof sheet 39. The upper waterproof sheet 38 covers at least the plurality of sensor units 30 to 33 as a whole, and is adhered to the surface of the lower waterproof sheet 39 so as to surround the sensor units 30 to 33 as a whole and individually. In this way, the lower waterproof sheet 39 surrounding the sensor units 30 to 33 is bonded to the underlay sheets 34 to 37, and the gap between the sensor units 30 to 33 and the lower waterproof sheet 39 is blocked, while the upper waterproof sheet is used. The sheet 38 is adhered to the underlying sheets 34 to 37 so as to surround the sensor units 30 to 33 so as to cover the sensor units 30 to 33 as a whole, and the gap between the sensor units 30 to 33 and the upper waterproof sheet 38 is blocked. Therefore, the sensor units 30 to 33 are waterproof. Further, by removing the underlay sheets 34 to 37 from the right crankshaft B 311, the right side detection device while maintaining the waterproof function for the sensor units 30 to 33 by the underlay sheets 34 to 37, the upper waterproof sheet 38 and the lower waterproof sheet 39. 3 can be removed from the right crankshaft B311.
なお、上側防水シート38及び下側防水シート39の材質は特に限定されないが、図3(a)に示すように、上側防水シート38及び下側防水シート39は、右クランクシャフトB311に巻き付けられるため、一定以上、具体的には右クランクシャフトB311に巻き付けられる際に破断しない程度の伸縮性を有する(折り曲げ可能である)ことが望ましい。しかしながら、下側防水シート39については、伸縮性が所定値以上高いと下側防水シート39に設けられた配線が切断されるおそれがあるため、所定値以下、具体的には配線が切断されない程度の伸縮性を有することが望ましい。
The material of the upper waterproof sheet 38 and the lower waterproof sheet 39 is not particularly limited, but as shown in FIG. 3A, the upper waterproof sheet 38 and the lower waterproof sheet 39 are wound around the right crankshaft B311. It is desirable to have a certain degree of elasticity (that is, bendable) that does not break when wound around the right crankshaft B311. However, for the lower waterproof sheet 39, if the stretchability is higher than a predetermined value, the wiring provided on the lower waterproof sheet 39 may be cut. Therefore, the lower waterproof sheet 39 is less than the predetermined value, specifically, the wiring is not cut. It is desirable to have the elasticity.
なお、下側防水シート39と右クランクシャフトB311とは基本的に密接しているが、接着はされていない。これは、下側防水シート39と右クランクシャフトB311との間に所定の工具等を挿入させ、右側用検出装置3を右クランクシャフトB311から簡単に取り外すためである。
The lower waterproof sheet 39 and the right crankshaft B311 are basically in close contact, but are not bonded. This is because a predetermined tool or the like is inserted between the lower waterproof sheet 39 and the right crankshaft B311 to easily remove the right detection device 3 from the right crankshaft B311.
また、本実施の形態において、下敷きシート34~37はくさび型を呈し、すなわち、テーパ状に成形されている。詳細には、下敷きシート34~37の表面は1辺が9.0mmの正方形に成形され、裏面は1辺が7.4mmの正方形に成形されている。このように下敷きシート34~37が表面側に向かって拡大するテーパ状に成形されていることにより、所定の工具を下敷きシート34~37のテーパ状部分に引っ掛けさせることができるので、容易に且つセンサユニット30~33や下側防水シート39等の他の部材を破損させることなく右側用検出装置3を右クランクシャフトB311から取り外すことができる。
In the present embodiment, the underlying sheets 34 to 37 have a wedge shape, that is, are formed into a taper shape. Specifically, the surface of the underlay sheets 34 to 37 is formed into a square having a side of 9.0 mm, and the back surface is formed into a square having a side of 7.4 mm. Since the underlay sheets 34 to 37 are formed into a taper shape that expands toward the surface side in this way, a predetermined tool can be hooked on the tapered portion of the underlay sheets 34 to 37, and thus easily and The right detection device 3 can be detached from the right crankshaft B311 without damaging other members such as the sensor units 30 to 33 and the lower waterproof sheet 39.
また、本実施の形態において、右側用検出装置3は、各センサユニット30~33に対応する下敷きシート34~37を具備する構成となっているが、複数のセンサユニット30~33がまとめて貼り付けられる一枚の下敷きシートを具備する構成とすることもできる。この場合、右側用検出装置3の部品点数及び製造工程が削減されると共に、右側用検出装置3を右クランクシャフトB311から取り外す工程が削減されるという効果を奏する。一方で、下敷きシートに貼り付けられたセンサユニット30~33の伸縮性、すなわち、検出感度(精度)の観点から、下敷きシートの面積は小さい方が好ましい。よって、検出感度の観点からは、本実施の形態のように、右側用検出装置3が各センサユニット30~33に対応する下敷きシート34~37を具備する構成の方が望ましい。また、検出感度の観点からは、右クランクシャフトB311と下敷きシート34~37の材質が同一で、伸縮係数が同一となることが望ましい。
Further, in the present embodiment, the right-side detection device 3 is configured to include the underlay sheets 34 to 37 corresponding to the sensor units 30 to 33, but the plurality of sensor units 30 to 33 are pasted together. It can also be set as the structure which comprises the underlay sheet | seat of 1 sheet attached. In this case, the number of parts and the manufacturing process of the right detection device 3 are reduced, and the step of removing the right detection device 3 from the right crankshaft B311 is reduced. On the other hand, from the viewpoint of the stretchability of the sensor units 30 to 33 attached to the underlay sheet, that is, the detection sensitivity (accuracy), the area of the undersheet is preferably small. Therefore, from the viewpoint of detection sensitivity, it is preferable that the right-side detection device 3 includes the underlay sheets 34 to 37 corresponding to the sensor units 30 to 33 as in the present embodiment. From the viewpoint of detection sensitivity, it is desirable that the right crankshaft B311 and the underlay sheets 34 to 37 are made of the same material and have the same expansion / contraction coefficient.
さらに、下敷きシートの厚さは特に限定されないが、厚さを薄くすると伸縮性が増すので、センサユニット30~33の検出感度が向上する。しかしながら、厚さが薄くなるにつれて耐久性が低下し、特に右側用検出装置3を取り外す際に壊れやすくなる。よって、下敷きシートの厚さは検出感度と耐久性との兼ね合いによりバランス良く適宜に設定されることが望ましい。
Furthermore, the thickness of the underlay sheet is not particularly limited, but if the thickness is reduced, the stretchability increases, so that the detection sensitivity of the sensor units 30 to 33 is improved. However, as the thickness is reduced, the durability is lowered, and particularly when the right-side detection device 3 is removed, it is easily broken. Therefore, it is desirable that the thickness of the underlay sheet is appropriately set with a good balance in consideration of the balance between detection sensitivity and durability.
また、本実施の形態において、右側用検出装置3は、センサユニット30~33、下敷きシート34~37、上側防水シート38及び下側防水シート39が一体化してなり、下敷きシート34~37が裏面で右クランクシャフトB311の歪み検出箇所(後述する前面、後面、外側面及び内側面)に接着される。これにより、右側用検出装置3が右クランクシャフトB311に巻き付けられ、センサユニット30~33が下敷きシート34~37を介して右クランクシャフトB311に貼り付けられることとなる。すなわち、右側用検出装置3が右クランクシャフトB311に巻き付けられるように、下敷きシート34~37、センサユニット30~33及び嵌入孔39a~39dが設けられている。具体的に、下敷きシート34~37、センサユニット30~33及び嵌入孔39a~39dは、歪み検出箇所(後述する前面、後面、外側面及び内側面)に応じた位置に設けられている。このように、下敷きシート34~37、センサユニット30~33及び嵌入孔39a~39dが設けられる位置は、取り付けられるクランクの形状・構造に応じて適宜に設定されることが望ましい。なお、本実施の形態においては、後述するようにセンサユニット30、31は推進力を検出するために用いられ、右クランクシャフトB311の前面及び後面に貼り付けられる。一方、センサユニット32、33は損失力を検出するために用いられ、右クランクシャフトB311の外側面及び内側面に貼り付けられる。よって、一体化された右側用検出装置3において、推進力用のセンサユニット30、31と、損失力用のセンサユニット32、33とが交互に配される。
Further, in the present embodiment, the right-side detection device 3 includes the sensor units 30 to 33, the underlay sheets 34 to 37, the upper waterproof sheet 38, and the lower waterproof sheet 39, which are integrated into the back sheet 34 to 37. Then, it is adhered to the strain detection points (front surface, rear surface, outer surface and inner surface described later) of the right crankshaft B311. As a result, the right-side detection device 3 is wound around the right crankshaft B311 and the sensor units 30 to 33 are attached to the right crankshaft B311 via the underlay sheets 34 to 37. That is, the underlay sheets 34 to 37, the sensor units 30 to 33, and the fitting holes 39a to 39d are provided so that the right detection device 3 is wound around the right crankshaft B311. Specifically, the underlay sheets 34 to 37, the sensor units 30 to 33, and the insertion holes 39a to 39d are provided at positions corresponding to strain detection locations (a front surface, a rear surface, an outer surface, and an inner surface described later). As described above, it is desirable that the positions where the underlay sheets 34 to 37, the sensor units 30 to 33, and the fitting holes 39a to 39d are appropriately set according to the shape and structure of the attached crank. In the present embodiment, as will be described later, the sensor units 30 and 31 are used to detect a propulsive force and are attached to the front surface and the rear surface of the right crankshaft B311. On the other hand, the sensor units 32 and 33 are used to detect the loss force and are attached to the outer side surface and the inner side surface of the right crankshaft B311. Therefore, in the integrated detection device 3 for the right side, the sensor units 30 and 31 for propulsive force and the sensor units 32 and 33 for loss force are alternately arranged.
次に、センサユニット30~33の構成及びセンサユニット30~33を用いた推進力及び損失力の検出方法について説明する。
Next, the configuration of the sensor units 30 to 33 and the method for detecting the propulsive force and the loss force using the sensor units 30 to 33 will be described.
図6に示すように、右側用検出装置3のセンサユニット30~33はそれぞれ、一対の2つのひずみゲージからなる。センサユニット30は、ペダルB321が真下(6時方向)に位置するとき、右クランクシャフトB311の進行方向に対して前方を向く面(以下、「前面」という)に下敷きシート34を介して貼り付けられ、センサユニット31は、同様に後方を向く面(以下、「後面」という)に敷きシート35を介して貼り付けられている。センサユニット30、31は矢羽型で、一対のひずみゲージ30a・30b、31a・31bで構成され、各センサユニット30、31は矢羽型の矢羽の向きが右クランクシャフトB311の長さ方向に沿って右ペダルB321を向いた状態で貼り付けられている。
As shown in FIG. 6, each of the sensor units 30 to 33 of the right-side detection device 3 includes a pair of two strain gauges. When the pedal B321 is located directly below (6 o'clock direction), the sensor unit 30 is attached to a surface (hereinafter referred to as “front surface”) facing forward with respect to the traveling direction of the right crankshaft B311 via an underlay sheet 34. The sensor unit 31 is similarly attached to a rearward facing surface (hereinafter referred to as “rear surface”) via a sheet 35. The sensor units 30 and 31 are arrow-shaped, and are composed of a pair of strain gauges 30a and 30b and 31a and 31b. Each sensor unit 30 and 31 is oriented in the length direction of the right crankshaft B311. Is pasted with the right pedal B321 facing along.
一方、センサユニット32は、右クランクシャフトB311の進行方向に直交する方向に対して自転車Bの外側を向く面(以下、「外側面」という)に敷きシート36を介して貼り付けられ、センサユニット33は進行方向に直交する方向に対して自転車Bの内側を向く面(以下、「内側面」という)に敷きシート37を介して貼り付けられている。なお、センサユニット32、33は矢羽型で、一対のひずみゲージ32a・33b、33a・33bで構成され、矢羽型の矢羽の向きが右クランクシャフトB311の長さ方向に沿って右ペダルB321を向いた状態で貼り付けられている。
On the other hand, the sensor unit 32 is attached to a surface (hereinafter referred to as “outer surface”) facing the outside of the bicycle B with respect to a direction orthogonal to the traveling direction of the right crankshaft B311 via a sheet 36, and the sensor unit 32 33 is attached to a surface (hereinafter referred to as “inside surface”) facing the inside of the bicycle B with respect to a direction orthogonal to the traveling direction via a sheet 37. The sensor units 32 and 33 are arrow-shaped and are composed of a pair of strain gauges 32a and 33b and 33a and 33b. The direction of the arrow-shaped arrow is along the length direction of the right crankshaft B311. Affixed with B321 facing.
なお、各センサユニット30~33はケーブルによって右側用計測装置6に接続されており、各センサユニット30~33で検出された検出値が検出信号により右側用計測装置6に送信される。
The sensor units 30 to 33 are connected to the right measurement device 6 by cables, and the detection values detected by the sensor units 30 to 33 are transmitted to the right measurement device 6 by detection signals.
図6(a)に示すように、右クランクシャフトB311の前後面、すなわち、右クランクシャフトB311の回転方向に力を受ける面に貼り付けられたセンサユニット30、31によって、ペダル作用力の回転方向成分(推進力)が検出される。そして、これらのひずみゲージ30a、30b、31a及び31bにより、図7(a)に示す推進力用ブリッジ回路3Aが構成されている。具体的には、各センサユニット30、31を構成する一対のひずみゲージ30a、30bとひずみゲージ31a、31bがそれぞれ推進力用ブリッジ回路3Aの対辺に配置されている。これにより、右クランクシャフトB311のねじれのひずみ(内外方向から受ける力の影響)を相殺(キャンセル)することができる。
As shown in FIG. 6 (a), the rotation direction of the pedal action force is detected by the sensor units 30 and 31 attached to the front and rear surfaces of the right crankshaft B311, that is, the surfaces receiving the force in the rotation direction of the right crankshaft B311. A component (propulsive force) is detected. These strain gauges 30a, 30b, 31a and 31b constitute a propulsive force bridge circuit 3A shown in FIG. Specifically, the pair of strain gauges 30a and 30b and the strain gauges 31a and 31b constituting the sensor units 30 and 31 are respectively arranged on opposite sides of the propulsive force bridge circuit 3A. Thereby, the distortion of the twist of the right crankshaft B311 (the influence of the force received from the inside and outside direction) can be canceled (cancelled).
一方、図6(b)に示すように、右クランクシャフトB311の内外側面、すなわち、右クランクシャフトB311の内外方向に力を受ける面に貼り付けられたセンサユニット32、33によって、ペダル作用力の動径方向成分(損失力)が検出される。そして、これらのひずみゲージ32a、32b、33a及び33bにより、図7(b)に示す損失力用ブリッジ回路3Bが構成されている。具体的には、各センサユニット32、33を構成する一対のひずみゲージ32a、32bとひずみゲージ33a、33bがそれぞれ損失力用ブリッジ回路3Bの対辺に配置されている。これにより、右クランクシャフトB311のねじれのひずみ(回転方向から受ける力の影響)を相殺(キャンセル)することができる。
On the other hand, as shown in FIG. 6 (b), the pedal acting force is exerted by the sensor units 32 and 33 attached to the inner and outer surfaces of the right crankshaft B311, that is, the surfaces receiving the force in the inner and outer directions of the right crankshaft B311. A radial direction component (loss force) is detected. These strain gauges 32a, 32b, 33a, and 33b constitute a loss force bridge circuit 3B shown in FIG. 7B. Specifically, the pair of strain gauges 32a and 32b and the strain gauges 33a and 33b constituting the sensor units 32 and 33 are respectively disposed on opposite sides of the loss force bridge circuit 3B. Thereby, the distortion of the twist of the right crankshaft B311 (the influence of the force received from the rotation direction) can be canceled (cancelled).
以上のように構成される推進力に係るセンサユニット30、31で構成される推進力用ブリッジ回路3Aからの出力値X、損失力に係るセンサユニット32、33で構成されるブリッジ回路3Bからの出力値Yに基づいて、以下のように、ペダル作用力の回転方向成分Fx及び動径方向成分Fyを算出することができる。なお、この算出は、各ブリッジ回路が接続された右側用計測装置6の制御部60により行われる。また、ブリッジ回路3A、3Bと制御部60との間にオペアンプ等の増幅回路が介在している場合、最終的に制御部60が取得する電力値を以下の出力値X、出力値Yとする。
〔式〕
Fx=((X-Xz)-(Y-Yz)A/B[kgf]
Fy=((Y-Yz)-(X-Xz)C/D[kgf]
A=(Xd-Xz)/(Yd-Yz)
B=20/(Xr-Xz)
C=(Yr-Yz)/(Xr-Xz)
B=20/(Yd-Yz)
The output value X from the propulsiveforce bridge circuit 3A constituted by the sensor units 30 and 31 relating to the propulsive force constituted as described above, and the bridge circuit 3B constituted by the sensor units 32 and 33 relating to the loss force. Based on the output value Y, the rotational direction component Fx and the radial direction component Fy of the pedal acting force can be calculated as follows. This calculation is performed by the control unit 60 of the right-side measuring device 6 to which each bridge circuit is connected. When an amplifier circuit such as an operational amplifier is interposed between the bridge circuits 3A and 3B and the control unit 60, the power values finally acquired by the control unit 60 are set as the following output value X and output value Y. .
〔formula〕
Fx = ((X−Xz) − (Y−Yz) A / B [kgf]
Fy = ((Y−Yz) − (X−Xz) C / D [kgf]
A = (Xd−Xz) / (Yd−Yz)
B = 20 / (Xr-Xz)
C = (Yr-Yz) / (Xr-Xz)
B = 20 / (Yd−Yz)
〔式〕
Fx=((X-Xz)-(Y-Yz)A/B[kgf]
Fy=((Y-Yz)-(X-Xz)C/D[kgf]
A=(Xd-Xz)/(Yd-Yz)
B=20/(Xr-Xz)
C=(Yr-Yz)/(Xr-Xz)
B=20/(Yd-Yz)
The output value X from the propulsive
〔formula〕
Fx = ((X−Xz) − (Y−Yz) A / B [kgf]
Fy = ((Y−Yz) − (X−Xz) C / D [kgf]
A = (Xd−Xz) / (Yd−Yz)
B = 20 / (Xr-Xz)
C = (Yr-Yz) / (Xr-Xz)
B = 20 / (Yd−Yz)
ここで、「Xz」、[Yz]は右クランクシャフトB311が無負荷状態における制御部60への出力値を表し、「Xr」、[Yr]は右クランクシャフトB311が20[kgf]の回転方向成分を受けた状態における制御部60への出力値を表し、「Xd」、[Yd]は右クランクシャフトB311が20[kgf]の動径方向成分を受けた状態における制御部60への出力値を表す。なお、これらの[Xz]、[Yz]、[Xr]、[Yr]、[Xd]、[Yd]は、例えば、ペダリングモニタ100を使用する前にセンサユニット30~33を右クランクシャフトB311に貼り付けて校正することによって取得される。
Here, “Xz” and [Yz] represent output values to the control unit 60 when the right crankshaft B311 is in a no-load state, and “Xr” and [Yr] represent rotation directions of the right crankshaft B311 of 20 [kgf]. An output value to the control unit 60 in a state where the component is received, and “Xd” and [Yd] are output values to the control unit 60 in a state where the right crankshaft B311 receives a radial direction component of 20 [kgf]. Represents. Note that these [Xz], [Yz], [Xr], [Yr], [Xd], and [Yd] indicate that the sensor units 30 to 33 are attached to the right crankshaft B311 before using the pedaling monitor 100, for example. Acquired by pasting and proofreading.
次に、図8の右側用計測装置6を中心としたペダリングモニタ100のブロック図を用いて、ペダリングモニタ100による右側用検出装置3のキャリブレーション(無負荷状態における右側用検出装置3の電圧値(出力値)の校正)について説明する。
Next, using the block diagram of the pedaling monitor 100 centering on the right-side measuring device 6 in FIG. 8, the calibration of the right-side detecting device 3 by the pedaling monitor 100 (the voltage value of the right-side detecting device 3 in the no-load state). (Calibration of (output value)) will be described.
図8に示すように、サイクルコンピュータ1は、制御を司る制御部10、操作が可能であり、操作された内容を示す操作検出信号を制御部10に送信する入力部11、制御部10の命令により所定の情報を表示する表示部12、制御部10の命令により所定の情報を右側用計測装置6との間で送受信する送受信部14、制御部10に電源を供給する電源部15を有する。
As shown in FIG. 8, the cycle computer 1 includes a control unit 10 that performs control, an operation that can be performed, and an input unit 11 that transmits an operation detection signal indicating the operated content to the control unit 10. A display unit 12 for displaying predetermined information, a transmission / reception unit 14 for transmitting / receiving predetermined information to / from the right measuring device 6 according to a command from the control unit 10, and a power supply unit 15 for supplying power to the control unit 10.
制御部10は、CPU10a、ROM10b、RAM10cを備えている。CPU10aは、ROM10bに予め記憶されているプログラムに基づいて、ペダリングに係る所定のパラメータの表示等を含むサイクルコンピュータとしての基本処理及び後述する右側用検出装置3のキャリブレーション実行条件の判定処理を制御する。ROM10bには、CPU10aが実行するサイクルコンピュータとしての基本処理及び右側用検出装置3のキャリブレーション実行条件の判定処理を実行するためのプログラムコードが予め記憶されている。RAM10cは、CPU10aがサイクルコンピュータとしての基本処理及び右側用検出装置3のキャリブレーション実行条件の判定処理を実行する際に行う演算処理において、データ等のワーキングエリアとして機能する。
The control unit 10 includes a CPU 10a, a ROM 10b, and a RAM 10c. The CPU 10a controls basic processing as a cycle computer including display of predetermined parameters related to pedaling and determination processing of a calibration execution condition of the right-side detection device 3 to be described later, based on a program stored in advance in the ROM 10b. To do. The ROM 10b stores in advance program codes for executing basic processing as a cycle computer executed by the CPU 10a and determination processing of calibration execution conditions of the right-side detection device 3. The RAM 10c functions as a working area for data and the like in arithmetic processing performed when the CPU 10a executes basic processing as a cycle computer and determination processing of calibration execution conditions of the right-side detection device 3.
入力部11は、操作可能な操作部11a~11cを備え(図2参照)、操作部11a~11cが受けた操作に伴う入力信号を操作に対応する制御情報に変換して制御部10へ送信する。なお、本実施の形態において、操作部11a、11cは押下操作可能なボタン構造からなり、11bは十字キー構造からなる。運転者は、これら操作部11a~11cの操作の組み合わせによって、運転者や自転車に関する固有情報の入力や後述するキャリブレーションの実行/不実行の選択等が可能となる。
The input unit 11 includes operable operation units 11a to 11c (see FIG. 2), converts input signals accompanying operations received by the operation units 11a to 11c into control information corresponding to the operations, and transmits the control information to the control unit 10. To do. In the present embodiment, the operation units 11a and 11c have a button structure that can be pressed, and 11b has a cross key structure. The driver can input specific information related to the driver and the bicycle, select execution / non-execution of calibration, which will be described later, and the like by combining the operations of the operation units 11a to 11c.
表示部12は、例えば、各足についての所定のクランク回転角度毎の仕事率やトルク等、又は、後述するように電源投入時にキャリブレーション実行を選択するための画面を表示する。なお、表示部12をタッチパネルで構成させて、入力部11と表示部12とを一体化することも可能である。
The display unit 12 displays, for example, a work rate and torque for each predetermined crank rotation angle for each foot, or a screen for selecting calibration execution when the power is turned on as described later. Note that the display unit 12 may be configured with a touch panel, and the input unit 11 and the display unit 12 may be integrated.
送受信部14は、右側用計測装置6、左側用計測装置7をはじめ、携帯電話等の移動端末や自宅等に設置されるPCといった外部の処理機器との間でデータの送受信を行うためのインターフェースである。
The transmitter / receiver 14 is an interface for transmitting / receiving data to / from an external processing device such as a mobile terminal such as a mobile phone or a PC installed at home or the like, including the right measurement device 6 and the left measurement device 7. It is.
右側用計測装置6は、制御を司る制御部60、右側用検出装置3の各ブリッジ回路3A、3Bから出力される電圧に電圧を出力(加算)する電圧出力部61、各ブリッジ回路3A、3Bから出力される電圧に電圧増幅部61から出力される電圧が加算されたものを増幅する電圧増幅部62、電圧増幅部62から出力された電圧の電圧値を検出する電圧検出部63、サイクルコンピュータ1からの信号を受信すると共に、サイクルコンピュータ1に信号を送信する送受信部64、制御部60に電源を供給する電源部65を備える。
The right measurement device 6 includes a control unit 60 that controls the voltage, a voltage output unit 61 that outputs (adds) a voltage to the voltage output from each bridge circuit 3A and 3B of the right detection device 3, and each bridge circuit 3A and 3B. A voltage amplifying unit 62 for amplifying the voltage output from voltage amplifying unit 61 added to the voltage output from voltage, voltage detecting unit 63 for detecting the voltage value of the voltage output from voltage amplifying unit 62, and cycle computer 1 includes a transmission / reception unit 64 that transmits a signal to the cycle computer 1 and a power supply unit 65 that supplies power to the control unit 60.
各ブリッジ回路3A、3Bは独立して個別に電圧増幅部62に接続されている。電圧出力部61は、D/Aコンバータで構成されており、各ブリッジ回路3A、3Bと電圧増幅部62とを接続するケーブルに接続されている。すなわち、電圧出力部61は、推進力用ブリッジ回路3Aから出力される電圧と、損失力用ブリッジ回路3Bから出力される電圧に対して個別に電圧を加えることができる。
Each bridge circuit 3A, 3B is independently connected to the voltage amplifying unit 62. The voltage output unit 61 includes a D / A converter, and is connected to a cable that connects each of the bridge circuits 3A and 3B and the voltage amplification unit 62. That is, the voltage output unit 61 can individually add a voltage to the voltage output from the propulsive force bridge circuit 3A and the voltage output from the loss power bridge circuit 3B.
電圧増幅部62はオペアンプで構成され、推進力用ブリッジ回路3Aから出力される電圧に電圧出力部61から出力された電圧が加算された電圧Aと、損失力用ブリッジ回路3Bから出力される電圧に電圧出力部61から出力された電圧が加算された電圧Bと、を個別に増幅する。
The voltage amplifying unit 62 is composed of an operational amplifier, and a voltage A obtained by adding the voltage output from the voltage output unit 61 to the voltage output from the propulsive force bridge circuit 3A, and a voltage output from the loss power bridge circuit 3B. And the voltage B obtained by adding the voltage output from the voltage output unit 61 to each other are individually amplified.
電圧検出部63は、A/Dコンバータで構成され、電圧増幅部62によって増幅された電圧の電圧値を検出することができる(以下、ブリッジ回路3Aから出力された電圧にA基づいて増幅された電圧の電圧値を「推進力電圧値Va」、ブリッジ回路3Bから出力された電圧Bに基づいて増幅された電圧の電圧値を「損失力電圧値Vb」という)。なお、本実施の形態において、A/Dコンバータである電圧検出部63の性能は、分解能が「10」bitであり、入力最大値が「1.5」V、感度(傾き)が「7.32」mV/kgfとなっている。
The voltage detection unit 63 is composed of an A / D converter, and can detect the voltage value of the voltage amplified by the voltage amplification unit 62 (hereinafter, amplified based on A output from the bridge circuit 3A). The voltage value of the voltage is referred to as “propulsive force voltage value Va”, and the voltage value of the voltage amplified based on the voltage B output from the bridge circuit 3B is referred to as “loss force voltage value Vb”). In the present embodiment, the performance of the voltage detection unit 63 that is an A / D converter is such that the resolution is “10” bits, the maximum input value is “1.5” V, and the sensitivity (slope) is “7. 32 "mV / kgf.
制御部60は、CPU60a、ROM60b、RAM60cを備えている。CPU60aは、ROM60bに予め記憶されているプログラムに基づいて、後述する右側用検出装置3のキャリブレーションを制御する。ROM60bには、CPU60aが実行する右側用検出装置3のキャリブレーションを実行するためのプログラムコードが予め記憶されている。RAM60cは、CPU60aが右側用検出装置3のキャリブレーションを実行する際に行う演算処理において、データ等のワーキングエリアとして機能する。制御部60は、キャリブレーションを実行するための所定の実行条件(以下、「キャリブレーション実行条件」という)が成立すると、電圧検出部63によって検出された各検出値(推進力電圧値Va、損失力電圧値Vb)が予め設定された所定の判定値に達しているか否かを判定し、達していないと判定すると、電圧出力部61にブリッジ回路3A、3Bに所定の電圧を加えさせる。
The control unit 60 includes a CPU 60a, a ROM 60b, and a RAM 60c. The CPU 60a controls calibration of the right-side detection device 3 to be described later, based on a program stored in advance in the ROM 60b. The ROM 60b stores in advance a program code for executing calibration of the right detection device 3 executed by the CPU 60a. The RAM 60c functions as a working area for data and the like in arithmetic processing performed when the CPU 60a performs calibration of the right detection device 3. When a predetermined execution condition for performing calibration (hereinafter referred to as “calibration execution condition”) is satisfied, the control unit 60 detects each detected value (propulsion voltage value Va, loss) detected by the voltage detection unit 63. It is determined whether or not the power voltage value Vb) has reached a predetermined determination value set in advance, and if it is determined that the predetermined voltage has not been reached, the voltage output unit 61 is caused to apply a predetermined voltage to the bridge circuits 3A and 3B.
本実施の形態において、判定値は検出値毎に設定されている(以下、推進力電圧値Vaに対する判定値を「推進力用判定値Vs」、損失力電圧値Vbに対する判定値を「損失力用判定値Vt」という)。すなわち、推進力用ブリッジ回路3Aと損失力用ブリッジ回路3Bとに対して判定値が設定されている。制御部60は、推進力電圧値Va、損失力電圧値Vbがそれぞれ推進力用判定値Vs、損失力用判定値Vtを越えるまで上記の処理を繰り返す。なお、所定のキャリブレーション実行条件については後述する。
In the present embodiment, the determination value is set for each detected value (hereinafter, the determination value for the propulsive force voltage value Va is referred to as “determination value Vs for propulsive force”, and the determination value for the loss force voltage value Vb is “loss power”. For example, determination value Vt). That is, determination values are set for the propulsive force bridge circuit 3A and the loss force bridge circuit 3B. The control unit 60 repeats the above processing until the propulsive force voltage value Va and the loss force voltage value Vb exceed the propulsion force determination value Vs and the loss force determination value Vt, respectively. The predetermined calibration execution condition will be described later.
次に、図9を用いて、制御部60による右側用検出装置3のキャリブレーション(無負荷状態における右側用検出装置3の電圧値(出力値)の校正)について説明する。
Next, calibration of the right-side detection device 3 (calibration of the voltage value (output value) of the right-side detection device 3 in a no-load state) by the control unit 60 will be described with reference to FIG.
推進力Fx及び損失力Fyの検出範囲が所望の範囲となるように、右側用検出装置3が出荷される前に、無負荷状態(Fx・Fy=0[kgf])における電圧値が校正されたとしても(図9(a)、図9(b)の一点鎖線参照)、右側用検出装置3が出荷された後には、センサユニット30~33の経年変化や温度変化、さらには、右クランクシャフトB311への取り付けの不手際による変形によって、無負荷状態(Fx・Fy=0[kgf])のときの電圧値がずれてしまう(図9(a)、図9(b)の波線参照)。
Before the right-side detection device 3 is shipped, the voltage value in the no-load state (Fx · Fy = 0 [kgf]) is calibrated so that the detection range of the propulsion force Fx and the loss force Fy becomes a desired range. Even after that (see the one-dot chain line in FIGS. 9A and 9B), after the right-side detection device 3 is shipped, the sensor unit 30 to 33 change with time, change in temperature, The voltage value in the no-load state (Fx · Fy = 0 [kgf]) is shifted due to deformation due to inadequate attachment to the shaft B311 (see the wavy lines in FIGS. 9A and 9B).
そこで、使用前に推進力Fx及び損失力Fyの検出範囲が所望の範囲となるように、無負荷状態(Fx・Fy=0kgf)における電圧値Va、Vbを校正するキャリブレーションを実行する。なお、右側用検出装置3のキャリブレーションを実行する前提として、右側用検出装置3は右クランクシャフトB311に取り付けられているものとする。
Therefore, calibration is performed to calibrate the voltage values Va and Vb in the no-load state (Fx · Fy = 0 kgf) so that the detection ranges of the propulsive force Fx and the loss force Fy become desired ranges before use. It is assumed that the right detection device 3 is attached to the right crankshaft B311 as a premise for executing calibration of the right detection device 3.
本実施の形態では、推進力Fxの所望の検出範囲と損失力Fyの所望の検出範囲が異なることから、推進力Fxと損失力Fyを分けて説明する。最初に、損失力Fyについて説明する。
In the present embodiment, since the desired detection range of the propulsive force Fx and the desired detection range of the loss force Fy are different, the propulsive force Fx and the loss force Fy will be described separately. First, the loss power Fy will be described.
損失力Fyの所望の検出範囲は「-100」kgfから「100」kgfであり、電圧検出部63の入力範囲が「0」V(000)~「1.5」V(3FF)であるため、「Fy=0」kgfにおけるA/Dコンバータ出力(推進力用判定値Vt)が「0.75」V(200)となるように、すなわち、推進力用判定値Vtを「0.75」Vに設定して制御部60にキャリブレーションを実行させる。
The desired detection range of the loss force Fy is “−100” kgf to “100” kgf, and the input range of the voltage detection unit 63 is “0” V (000) to “1.5” V (3FF). , So that the A / D converter output (propulsion force determination value Vt) at “Fy = 0” kgf is “0.75” V (200), that is, the propulsion force determination value Vt is “0.75”. Set to V and cause the control unit 60 to perform calibration.
一方、推進力Fxの所望の検出範囲は「-20」kgfから「180」kgfであり、電圧検出部63の入力範囲が「0」V(000)~「1.5」V(3FF)であるため、「Fx=0」kgfにおけるA/Dコンバータ出力(推進力用判定値Vs)が「0.15」V(066)となるように、すなわち、推進力用判定値Vsを「0.15」Vに設定して制御部60にキャリブレーションを実行させる。
On the other hand, the desired detection range of the propulsive force Fx is “−20” kgf to “180” kgf, and the input range of the voltage detection unit 63 is “0” V (000) to “1.5” V (3FF). Therefore, the A / D converter output (propulsive force determination value Vs) at “Fx = 0” kgf is “0.15” V (066), that is, the propulsive force determination value Vs is “0. 15 ”V is set and the control unit 60 is caused to execute calibration.
このように、推進力Fxの所望の検出範囲が「+」側に偏っているのは、右クランクシャフトB311(右ペダルB321)には正の方向(漕ぐ方向)の力が掛かり易く、負の方向の力が掛かり難いことから、推進力(ペダル作用力の回転方向成分)の正の方向のダイナミックレンジを大きくして、精度良く且つ確実に回転方向成分を検出するためである。なお、負の方向の力が全く掛からないということはないので、負の方向のダイナミックレンジも適度に設定しておくことが望ましい。
Thus, the reason why the desired detection range of the propulsive force Fx is biased toward the “+” side is that the right crankshaft B311 (the right pedal B321) is likely to be applied with a positive force (the direction of the rowing) and is negative. This is because the dynamic range in the positive direction of the propulsive force (the rotational direction component of the pedal acting force) is increased to detect the rotational direction component accurately and reliably because it is difficult to apply a direction force. It should be noted that since the negative force is not applied at all, it is desirable to set the negative dynamic range appropriately.
次に、上記のキャリブレーションの実行条件について説明する。サイクルコンピュータ1に電力が供給されると、制御部10は表示部12に右側用検出装置3のキャリブレーションの実行/不実行を選択させる画面(以下、「キャリブレーション選択画面」という)を表示させる。ここで、運転者が入力部11を用いて、キャリブレーションの実行を選択する操作を行うと、制御部10は、送受信部14にキャリブレーションの実行が選択されたという情報を右側用計測装置6に送信させる。
Next, the execution conditions for the above calibration will be described. When power is supplied to the cycle computer 1, the control unit 10 causes the display unit 12 to display a screen for selecting execution / non-execution of calibration of the right-side detection device 3 (hereinafter referred to as “calibration selection screen”). . Here, when the driver performs an operation of selecting execution of calibration using the input unit 11, the control unit 10 informs the transmission / reception unit 14 that the execution of calibration has been selected. To send to.
右側用計測装置6の制御部60は、送受信部64からキャリブレーションの実行が選択されたという情報を受け取ると、上記のキャリブレーションを実行する。すなわち、キャリブレーション実行条件は、「表示部12にキャリブレーション選択画面が表示されているときに、入力部11が所定の操作を受けること」である。すなわち、キャリブレーションは手動で行われることとなる。
When the control unit 60 of the right-side measuring device 6 receives information from the transmission / reception unit 64 that the execution of calibration has been selected, the control unit 60 executes the calibration described above. That is, the calibration execution condition is “the input unit 11 receives a predetermined operation when the calibration selection screen is displayed on the display unit 12”. That is, calibration is performed manually.
次に、キャリブレーションを行うための制御フローを説明する。まず、図10を用いてサイクルコンピュータ1によるキャリブレーション実行条件判定処理を説明する。
Next, the control flow for performing calibration will be described. First, calibration execution condition determination processing by the cycle computer 1 will be described with reference to FIG.
制御部10は、電源部15より電力が供給されると、ステップS10において、表示部12にキャリブレーション選択画面を表示させる。
When the power is supplied from the power supply unit 15, the control unit 10 causes the display unit 12 to display a calibration selection screen in step S10.
次いで、制御部10は、ステップS11において、入力部11から制御情報が送信されたか否かを判定する。制御部10は、制御情報がなければ当該判定を繰り返し行い、制御情報があれば、ステップS12において、当該制御情報がキャリブレーションの実行を示しているか否かを判定する。
Next, the control unit 10 determines whether or not control information is transmitted from the input unit 11 in step S11. If there is no control information, the control unit 10 repeatedly performs the determination. If there is control information, the control unit 10 determines in step S12 whether the control information indicates execution of calibration.
制御部10は、制御情報が「キャリブレーションの実行」を示さない、すなわち、不実行を示す場合はそのまま当該メイン処理を終了し、一方、制御情報が「キャリブレーションの実行」を示す場合、送受信部14に「キャリブレーションの実行」が選択されたという情報を右側用計測装置6に送信させて、当該メイン処理を終了する。
When the control information does not indicate “execution of calibration”, that is, when it indicates non-execution, the control unit 10 ends the main process as it is, and when the control information indicates “execution of calibration”, transmission / reception The information indicating that “execution of calibration” is selected is sent to the measurement device 6 for the right side, and the main process ends.
次に、図11を用いて右側用計測装置6によるキャリブレーション実行処理を説明する。まず、制御部60は、ステップS20において、後述する推進力校正完了フラグがONされているか否かを判定する。制御部60は、推進力校正完了フラグがONされていると判定すると、ステップS25に処理を移し、推進力校正完了フラグがONされていないと判定すると、ステップS21において、電圧検出部63に推進力電圧値Vaを検出させる。
Next, calibration execution processing by the right-side measuring device 6 will be described with reference to FIG. First, in step S20, the control unit 60 determines whether a propulsion force calibration completion flag, which will be described later, is turned on. If the control unit 60 determines that the propulsion force calibration completion flag is turned on, the control unit 60 proceeds to step S25. If the control unit 60 determines that the propulsion force calibration completion flag is not turned on, the control unit 60 proceeds to the voltage detection unit 63 in step S21. The force voltage value Va is detected.
制御部60は、ステップS22において、推進力電圧値Vaが推進力用判定値Vs以上であるか否かを判定する。制御部60は、Va≧Vsと判定するとステップS24においてRAM60cの所定領域に推進力校正完了フラグをONし、Va<Vsと判定するとステップS23において電圧出力部61に所定の電圧を推進力ブリッジ回路3Aに掛けさせる。
In step S22, the control unit 60 determines whether or not the propulsive force voltage value Va is greater than or equal to the propulsive force determination value Vs. When determining that Va ≧ Vs, the control unit 60 turns on the driving force calibration completion flag in a predetermined area of the RAM 60c in step S24. When determining that Va <Vs, the control unit 60 supplies a predetermined voltage to the voltage output unit 61 in step S23. Multiply to 3A.
制御部60は、ステップS25において、後述する損失力校正完了フラグがONされているか否かを判定する。制御部60は、損失力校正完了フラグがONされていると判定すると、ステップS30に処理を移し、損失力校正完了フラグがONされていないと判定すると、ステップS26において、電圧検出部63に損失力電圧値Vbを検出させる。
In step S25, the control unit 60 determines whether or not a loss force calibration completion flag, which will be described later, is turned on. If the control unit 60 determines that the loss force calibration completion flag is ON, the process proceeds to step S30. If the control unit 60 determines that the loss force calibration completion flag is not ON, the control unit 60 causes the voltage detection unit 63 to perform loss in step S26. The force voltage value Vb is detected.
制御部60は、ステップS27において、損失力電圧値Vbが損失力用判定値Vt以上であるか否かを判定する。制御部60は、Vb≧Vtと判定するとステップS29においてRAM60cの所定領域に損失力校正完了フラグをONし、Vb<Vtと判定するとステップS28において、電圧出力部61に所定の電圧を損失力ブリッジ回路3Bに掛けさせる。
In step S27, the controller 60 determines whether or not the loss force voltage value Vb is greater than or equal to the loss force determination value Vt. When determining that Vb ≧ Vt, the control unit 60 turns on the loss force calibration completion flag in a predetermined region of the RAM 60c in step S29, and when determining that Vb <Vt, the control unit 60 applies a predetermined voltage to the voltage output unit 61 in step S28. It is applied to the circuit 3B.
制御部60は、ステップS30において、推進力校正完了フラグ及び損失力校正完了フラグのいずれもがONされているか否かを判定する。制御部60は、いずれもONされていると判定すると当該キャリブレーション実行処理を終了し、いずれもONされていないと判定するとステップS20に処理を戻す。なお、キャリブレーション実行処理によってONされた推進力校正完了フラグ及び損失力校正完了フラグは、電断時やステップS30の後などの適宜なタイミングでOFFされる。
In step S30, the control unit 60 determines whether both the propulsion force calibration completion flag and the loss force calibration completion flag are turned on. If it is determined that both are ON, the control unit 60 ends the calibration execution process, and if it is determined that none is ON, the process returns to step S20. The propulsion force calibration completion flag and the loss force calibration completion flag that are turned on by the calibration execution process are turned off at an appropriate timing such as when power is cut off or after step S30.
なお、上述したように、サイクルコンピュータ1と右側用計測装置6とによる右側用検出装置3のキャリブレーションを説明しているが、サイクルコンピュータ1と左側用計測装置7とによっても同様に左側用検出装置4のキャリブレーションが実行される。
As described above, the calibration of the right-side detection device 3 by the cycle computer 1 and the right-side measurement device 6 has been described, but the left-side detection is similarly performed by the cycle computer 1 and the left-side measurement device 7. Calibration of the device 4 is performed.
このように、右側用検出装置3が制御部60を備える右側用計測装置6に接続されており、右側用計測装置6が電圧検出部63と電圧出力部61とを備えるので、出荷後の使用前においてもキャリブレーションを行い、正確に測定値を測定することができる。
As described above, the right-side detection device 3 is connected to the right-side measurement device 6 including the control unit 60, and the right-side measurement device 6 includes the voltage detection unit 63 and the voltage output unit 61. Calibration can be performed before and the measured value can be measured accurately.
(その他の実施の形態)
ペダリングモニタ100は路上を走行する自転車以外に、スポーツジム等に設置されるトレーニング用の走行不能なエクササイズバイク、又は、人力でペダルを漕いで推進する船(例えば、スワンボート)等のペダルに連結されたクランクを回転させる乗り物に使用することができる。 (Other embodiments)
The pedaling monitor 100 is connected to a pedal such as a non-running exercise bike for training installed in a sports gym or a boat (for example, a swan boat) propelled by pushing a pedal manually, in addition to a bicycle traveling on the road. It can be used for vehicles that rotate the crank.
ペダリングモニタ100は路上を走行する自転車以外に、スポーツジム等に設置されるトレーニング用の走行不能なエクササイズバイク、又は、人力でペダルを漕いで推進する船(例えば、スワンボート)等のペダルに連結されたクランクを回転させる乗り物に使用することができる。 (Other embodiments)
The pedaling monitor 100 is connected to a pedal such as a non-running exercise bike for training installed in a sports gym or a boat (for example, a swan boat) propelled by pushing a pedal manually, in addition to a bicycle traveling on the road. It can be used for vehicles that rotate the crank.
また、実施の形態1では、サイクルコンピュータ1によってペダル作用力やトルクの平均等が表示されているが、携帯電話等の移動端末のアプリケーションソフトウェアによってペダル作用力やトルクの平均等を表示するようにすることもできる。この場合、移動端末は自転車Bに設置しても、運転者が携帯するようにしてもよい。
In the first embodiment, the pedal action force and the average torque are displayed by the cycle computer 1, but the pedal action force and the torque average are displayed by application software of a mobile terminal such as a mobile phone. You can also In this case, the mobile terminal may be installed on the bicycle B or carried by the driver.
実施の形態1では、キャリブレーション選択画面は電源投入時に表示されているが、入力部11の操作により任意に表示させることも可能である。
In the first embodiment, the calibration selection screen is displayed when the power is turned on, but can be arbitrarily displayed by operating the input unit 11.
また、右側用検出装置3のセンサユニット30~33、下敷きシート34~37、上側防水シート38及び下側防水シートの形状・大きさ・材質なども実施の形態1に限られない。
Further, the shape, size, material, and the like of the sensor units 30 to 33, the underlay sheets 34 to 37, the upper waterproof sheet 38, and the lower waterproof sheet of the right-side detection device 3 are not limited to the first embodiment.
また、右側用検出装置3のキャリブレーションは実施の形態1に限られない。例えば、図12に示すように、温度を検出する温度センサ9を制御部60に接続させ、使用前のキャリブレーションを行うときに温度センサ9が検出する温度を基準温度として所定の記憶装置に記憶し、それ以降、電源投入されていることを条件として、温度センサにより検出される温度と基準温度との差が所定の閾値を超えることをキャリブレーション実行条件とし、自動的にキャリブレーションが実行されるようにすることもできる。
Further, the calibration of the right detection device 3 is not limited to the first embodiment. For example, as shown in FIG. 12, the temperature sensor 9 that detects the temperature is connected to the control unit 60, and the temperature detected by the temperature sensor 9 when performing calibration before use is stored as a reference temperature in a predetermined storage device. After that, the calibration is automatically executed under the condition that the difference between the temperature detected by the temperature sensor and the reference temperature exceeds a predetermined threshold on condition that the power is turned on. You can also make it.
この場合のキャリブレーション方法の一例を以下に説明する。例えば、最初に、右側用検出装置3の出荷前に、温度センサ9で温度を検出すると共に、電圧検出部63で電圧値を検出しながら検出値Va(Vb)を0Vに調整する。さらに、出荷後で右側用検出装置3を自転車Bに取り付ける前に、温度センサ9で温度を検出すると共に、電圧検出部63で電圧値を検出しながら検出値Va(Vb)を0Vに調整する。ここで、温度センサ9によって検出された温度(出荷前の検出温度を「基準温度A」とし、出荷後で取り付けられる前の検出温度を「基準温度B」とする)と、各基準温度検出の際に電圧検出部63によって最初に検出された電圧値とを対応付けて制御部60のROM60bあるいはRAM60c等の記憶装置に記憶する(基準温度Aの検出の際に最初に検出された電圧値を「温度キャリブレーション値a」とし、基準温度Bの検出の際に最初に検出された電圧値を「温度キャリブレーション値b」とする)。次に、図13に示すように、基準温度A(図13において「温度A」)及び温度キャリブレーション値aと、基準温度B(図13において「温度B」)及び温度キャリブレーション値bとから、検出温度と温度キャリブレーション値との関係式を算出して、ROM60bあるいはRAM60c等の記憶装置に記憶する。そして、右側用検出装置3を自転車Bに取り付けた後等、キャリブレーション実行条件が成立すると(例えば、検出温度と基準温度Aとの差が所定の閾値を超えると)、当該関係式に温度センサ9によって検出された温度を入力して、補正キャリブレーション値を算出し、算出された補正キャリブレーション値が示す電圧を電圧出力部61から出力させる。なお、基準温度・温度キャリブレーション値の数や検出時期は上記の例に限られない。また、キャリブレーション実行条件は、「検出温度と基準温度Aとの差が所定の閾値を超えること」に限られない。
An example of the calibration method in this case will be described below. For example, first, before the right side detection device 3 is shipped, the temperature sensor 9 detects the temperature, and the voltage detection unit 63 detects the voltage value and adjusts the detection value Va (Vb) to 0V. Further, before the right side detection device 3 is attached to the bicycle B after shipment, the temperature sensor 9 detects the temperature, and the voltage detection unit 63 detects the voltage value and adjusts the detection value Va (Vb) to 0V. . Here, the temperature detected by the temperature sensor 9 (the detected temperature before shipment is referred to as “reference temperature A”, and the detected temperature before installation after shipment is referred to as “reference temperature B”) and each reference temperature detection At this time, the voltage value first detected by the voltage detection unit 63 is associated with and stored in the storage device such as the ROM 60b or the RAM 60c of the control unit 60 (the voltage value first detected when the reference temperature A is detected). “Temperature calibration value a”, and the first voltage value detected when the reference temperature B is detected is “temperature calibration value b”). Next, as shown in FIG. 13, from the reference temperature A (“temperature A” in FIG. 13) and the temperature calibration value a, the reference temperature B (“temperature B” in FIG. 13) and the temperature calibration value b. Then, a relational expression between the detected temperature and the temperature calibration value is calculated and stored in a storage device such as the ROM 60b or the RAM 60c. When the calibration execution condition is satisfied (for example, when the difference between the detected temperature and the reference temperature A exceeds a predetermined threshold) after the right-side detection device 3 is attached to the bicycle B, the temperature sensor The temperature detected by 9 is input, a correction calibration value is calculated, and the voltage indicated by the calculated correction calibration value is output from the voltage output unit 61. The number of reference temperatures and temperature calibration values and the detection timing are not limited to the above example. Further, the calibration execution condition is not limited to “the difference between the detected temperature and the reference temperature A exceeds a predetermined threshold”.
1 サイクルコンピュータ
2 クランク回転角度検出センサ
3 右側用検出装置
3A 推進力用ブリッジ回路
3B 損失力用ブリッジ回路
4 左側用検出装置
6 右側用計測装置
7 左側用検出装置
9 温度センサ
30~33 センサユニット
34~37 下敷きシート(基板)
38 上側防水シート(第2防水シート)
39 下側防水シート(第1防水シート)
61 電圧出力部
62 電圧増幅部
63 電圧検出部
100 ペダリングモニタ
B 自転車
B1 フレーム
B2 車輪
B21 前輪
B22 後輪
B3 駆動機構
B31 クランク
B311 右クランクシャフト
B312 左クランクシャフト
B32 ペダル
B321 右ペダル
B322 左ペダル
B33 チェーン
B34 チェーンリング
B4 ハンドル
B5 サドル
B6 スポーク
B7 チェーンステイ
B8 タイヤ DESCRIPTION OFSYMBOLS 1 Cycle computer 2 Crank rotation angle detection sensor 3 Right detection device 3A Propulsion bridge circuit 3B Loss force bridge circuit 4 Left detection device 6 Right measurement device 7 Left detection device 9 Temperature sensor 30 to 33 Sensor unit 34 -37 Underlay sheet (substrate)
38 Upper tarpaulin (second tarpaulin)
39 Lower tarpaulin (first tarpaulin)
61Voltage output unit 62 Voltage amplification unit 63 Voltage detection unit 100 Pedaling monitor B Bicycle B1 Frame B2 Wheel B21 Front wheel B22 Rear wheel B3 Drive mechanism B31 Crank B311 Right crankshaft B312 Left crankshaft B32 Pedal B321 Right pedal B322 Left pedal B33 Chain B34 Chainring B4 Handle B5 Saddle B6 Spoke B7 Chainstay B8 Tire
2 クランク回転角度検出センサ
3 右側用検出装置
3A 推進力用ブリッジ回路
3B 損失力用ブリッジ回路
4 左側用検出装置
6 右側用計測装置
7 左側用検出装置
9 温度センサ
30~33 センサユニット
34~37 下敷きシート(基板)
38 上側防水シート(第2防水シート)
39 下側防水シート(第1防水シート)
61 電圧出力部
62 電圧増幅部
63 電圧検出部
100 ペダリングモニタ
B 自転車
B1 フレーム
B2 車輪
B21 前輪
B22 後輪
B3 駆動機構
B31 クランク
B311 右クランクシャフト
B312 左クランクシャフト
B32 ペダル
B321 右ペダル
B322 左ペダル
B33 チェーン
B34 チェーンリング
B4 ハンドル
B5 サドル
B6 スポーク
B7 チェーンステイ
B8 タイヤ DESCRIPTION OF
38 Upper tarpaulin (second tarpaulin)
39 Lower tarpaulin (first tarpaulin)
61
Claims (10)
- 車体に回転自在に連結されたクランクに貼り付けられる一つ又は複数のひずみゲージと、
前記ひずみゲージが出力する電圧値を検出する電圧検出部と、
前記電圧検出部によって検出された検出値に基づいて、前記ひずみゲージの無負荷状態における電圧値を調整する調整部と、を有することを特徴とする前記クランクに作用する荷重を検出可能な検出装置。 One or more strain gauges affixed to a crank rotatably connected to the vehicle body;
A voltage detector for detecting a voltage value output by the strain gauge;
An adjustment unit that adjusts a voltage value in an unloaded state of the strain gauge based on a detection value detected by the voltage detection unit; . - 前記クランクに作用する荷重の回転方向成分により発生する前記クランクのひずみを検出する回転方向ひずみゲージを有し、
前記調整部は、前記クランクの回転方向を正の方向としたときに、前記回転方向成分の検出範囲が正の方に広く偏るように前記無負荷状態における電圧値を調整することを特徴とする請求項1に記載の検出装置。 A rotation direction strain gauge for detecting strain of the crank generated by a rotation direction component of a load acting on the crank;
The adjustment unit adjusts a voltage value in the no-load state so that a detection range of the rotation direction component is widely biased to the positive side when the rotation direction of the crank is a positive direction. The detection device according to claim 1. - 前記クランクに作用する荷重の動径方向成分により発生する前記クランクのひずみを検出する動径方向ひずみゲージを有し、
前記調整部は、前記クランクの動径方向に直交する何れかの方向を正の方向としたときに、前記動径方向成分の検出範囲が正の方と負の方とで均等になるように前記無負荷状態における電圧値を調整することを特徴とする請求項1又は2に記載の検出装置。 A radial strain gauge that detects strain of the crank generated by a radial component of a load acting on the crank;
The adjustment unit is configured so that the detection range of the radial direction component is equal between the positive side and the negative side when any direction orthogonal to the radial direction of the crank is a positive direction. The detection apparatus according to claim 1, wherein a voltage value in the no-load state is adjusted. - 操作可能な操作手段を有し、
前記調整部は、前記操作手段が所定の操作を受けたことを条件として、前記無負荷状態における電圧値を調整することを特徴とする請求項1乃至3のいずれか一つに記載の検出装置。 Having an operable operating means;
4. The detection device according to claim 1, wherein the adjustment unit adjusts a voltage value in the no-load state on condition that the operation unit has received a predetermined operation. 5. . - 温度を検出する温度検出部と、
前記調整部による前記無負荷状態における電圧値が調整されたときの温度を基準値として記憶する記憶部と、
前記基準値と前記温度検出部により検出された検出値との差が所定値以上であるか否かを判定する判定部と、を有し、
前記調整部は、前記判定部による判定結果が前記差が所定値以上であるとき、前記無負荷状態における電圧値を調整することを特徴とする請求項1乃至4のいずれか一つに記載の検出装置。 A temperature detector for detecting the temperature;
A storage unit that stores the temperature when the voltage value in the unloaded state is adjusted by the adjustment unit as a reference value;
A determination unit that determines whether or not a difference between the reference value and a detection value detected by the temperature detection unit is a predetermined value or more,
5. The adjustment unit according to claim 1, wherein the adjustment unit adjusts the voltage value in the no-load state when the determination result by the determination unit is greater than or equal to a predetermined value. 6. Detection device. - 請求項1乃至5のいずれか一つに記載の検出装置が取り付けられたクランク。 A crank equipped with the detection device according to any one of claims 1 to 5.
- 請求項1乃至5のいずれか一つに記載の検出装置がクランクに取り付けられた自転車。 A bicycle in which the detection device according to any one of claims 1 to 5 is attached to a crank.
- 車体に回転自在に連結されたクランクに貼り付けられる一つ又は複数のひずみゲージが出力する電圧値を検出する第1工程と、
前記第1工程において検出された検出値に基づいて、前記ひずみゲージの無負荷状態における電圧値を調整する第2工程と、を有することを特徴とする電圧値の補正方法。 A first step of detecting a voltage value output by one or a plurality of strain gauges attached to a crank rotatably connected to the vehicle body;
And a second step of adjusting a voltage value in an unloaded state of the strain gauge based on the detection value detected in the first step. - コンピュータに、
車体に回転自在に連結されたクランクに貼り付けられる一つ又は複数のひずみゲージが出力する電圧値を検出させる検出機能と、
前記検出機能により検出された検出値に基づいて、前記ひずみゲージの無負荷状態における電圧値を調整させる調整機能と、を実現させるための電圧値補正プログラム。 On the computer,
A detection function for detecting a voltage value output from one or a plurality of strain gauges attached to a crank rotatably connected to the vehicle body;
A voltage value correction program for realizing an adjustment function for adjusting a voltage value in an unloaded state of the strain gauge based on a detection value detected by the detection function. - 請求項9に記載の電圧値補正プログラムを記録した記録媒体。 A recording medium on which the voltage value correction program according to claim 9 is recorded.
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