JP2015164836A - Power-assisted vehicle and assist ratio controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide appropriate auxiliary power for each of a case in which a vehicle body is connected to a truck and a case in which the vehicle body is not connected to the truck in a power-assisted vehicle to which the truck can be connected.SOLUTION: A power-assisted vehicle 10 comprises: a vehicle body 12 in which a passenger rides and to which a truck 14 can be connected; a control unit controlling an assist ratio that is a ratio of tread force of the passenger to auxiliary power; a motor 102 generating the auxiliary power in response to the tread force and the assist ratio; and a detection unit detecting whether or not the vehicle body 12 is connected to the truck 14. The control unit changes a range of varying the assist ratio on the basis of at least a detection result as to whether or not the vehicle body 12 is connected to the truck 14.

Description

  The present invention relates to an electric assist vehicle and an assist ratio control device, and more particularly, to an electric assist vehicle in which a carriage can be attached and detached and an assist ratio control device mounted thereon.

  There is known a battery-assisted bicycle that assists driving by generating auxiliary power by multiplying the pedal force applied to the pedal by a predetermined assist ratio in the electric motor and transmitting the resultant force of the pedal force and the auxiliary power to the drive wheels. (See, for example, Patent Document 1). In such a battery-assisted bicycle, by assisting human power with a motor, for example, it is possible to reduce the burden on the occupant when traveling on a slope or loading luggage.

JP 09-226664 A

  The auxiliary mechanism as described above can be applied to a bicycle to which a cart for carrying goods is connected. However, for example, when the total weight of the loaded luggage is large in a business-use luggage transport bicycle or the like, the occupant cannot obtain sufficient assistance by the assist power and is forced to drive.

  In addition, among bicycles for carrying luggage, there are bicycles to which a carriage can be attached and detached. In this case, although the traveling load is different between when the cart is connected and when the cart is not connected, the assist ratio is constant, so that the occupant may not obtain appropriate assist. For example, if the assist ratio is set based on a configuration in which the carriage is not connected, the auxiliary power when the carriage is connected will be insufficient. Further, for example, if the assist ratio is set based on the configuration in which the cart is connected, the auxiliary power when the cart is not connected becomes excessive.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an appropriate auxiliary power for an electrically assisted vehicle to which a carriage can be attached and detached, when the vehicle body and the carriage are connected to each other.

  An electrically assisted vehicle according to an embodiment of the present invention includes a vehicle body on which an occupant rides and can connect a carriage, a control unit that controls an assist ratio that is a ratio of the occupant's pedaling force and auxiliary power, the pedaling force, A motor that generates the auxiliary power according to an assist ratio; and a detection unit that detects whether or not the vehicle body and the carriage are connected, and the control unit is configured to detect whether or not the vehicle body and the carriage are connected. Based on at least, the range in which the assist ratio is changed is changed.

  In one embodiment, the control unit may change an upper limit of a range in which the assist ratio is varied based on a detection result of whether or not the vehicle body and the carriage are connected.

  In one embodiment, the control unit sets an upper limit of a range for changing the assist ratio when the connection is not detected to 1: 2 or less, and changes the assist ratio when the connection is detected. You may set the upper limit of the range to make larger than 1: 2.

  In one embodiment, when the connection is detected and the traveling speed of the electrically assisted vehicle is less than 10 km / h, the control unit sets the upper limit of the range for changing the assist ratio from 1: 2. You may set large.

  In one embodiment, the control unit may set an upper limit of a range in which the assist ratio is changed when the connection is detected to be larger than 1: 2 and not larger than 1: 3.

  In one embodiment, when the connection is detected and the traveling speed of the electrically assisted vehicle is less than 10 km / h, the control unit sets the upper limit of the range for changing the assist ratio from 1: 2. When the travel speed is 10 km / h or higher, the upper limit of the range for changing the assist ratio is gradually decreased, and when the travel speed is 24 km / h or more, The assist ratio may be 1: 0.

  In one embodiment, when the detection result changes from no connection to presence or when the detection result changes from connection to absence, the control unit sets the assist ratio to be set after a change in the presence or absence of the connection. The assist ratio may be automatically changed within a range where the change is made.

  In one embodiment, when receiving an instruction to change the assist ratio from the occupant, the control unit may arbitrarily change the assist ratio within a range in which the assist ratio is varied.

  In one embodiment, the control unit may increase the assist ratio when the connection is detected, rather than when the connection is not detected.

  In a certain embodiment, you may further provide the alerting | reporting part which alert | reports at least one of the information regarding the range of the presence or absence of the detected said connection, and the range which changes the said assist ratio.

  In a certain embodiment, you may further provide the alerting | reporting part which alert | reports at least one of the change of the detection result of the presence or absence of the said connection, and the change of the range which fluctuates the said assist ratio.

  In one embodiment, at least one of the vehicle body and the carriage further includes a lock mechanism that locks the vehicle body and the carriage when the vehicle body and the carriage are connected, and the detection unit includes the vehicle body and the carriage. A connection may be detected when is locked.

  In one embodiment, the detection unit or the detection target of the detection unit is provided in a movable unit of the lock mechanism, and the detection unit corresponds to a positional relationship between the detection unit and the detection target. The presence or absence of connection between the vehicle body and the carriage may be detected.

  In a certain embodiment, when the said vehicle body and the said trolley | bogie are locked, the distance between the said detection part and the said to-be-detected body may become short rather than the case where it is not locked.

  In a certain embodiment, you may further provide the alerting | reporting part which alert | reports the information regarding the said lock, when it detects that the said lock is not made | formed.

  In one embodiment, a plurality of the detection units may be provided.

  In an embodiment, when all of the plurality of detection units detect that there is a connection, the control unit may set a range in which the assist ratio is changed when the connection is detected.

  In one embodiment, when the detection result of at least one detection unit of the plurality of detection units is different from the detection result of at least one other detection unit, the control unit does not detect the connection. You may set the range which fluctuates the said assist ratio in a case.

  In one embodiment, when a detection result of at least one detection unit of the plurality of detection units is different from a detection result of at least one other detection unit, the control unit includes the plurality of detection units and the detection unit You may judge that at least 1 of the to-be-detected bodies of a some detection part has failed.

  In a certain embodiment, you may further provide the alerting | reporting part which alert | reports the information regarding the said failure, when it is judged that it has failed.

  In one embodiment, the detection unit may detect a connection when a signal received from the carriage has a predetermined pattern.

  In one embodiment, if the signal received from the carriage by the detection unit is not the predetermined pattern and is not a pattern when the vehicle body and the carriage are not connected, the control unit may detect the detection. It may be determined that at least one of the detection unit and the detection target of the detection unit is out of order.

  In a certain embodiment, you may further provide the alerting | reporting part which alert | reports the information regarding the said failure, when it is judged that it has failed.

  In one embodiment, the detection unit includes a plurality of magnetic sensors, the carriage includes at least one magnet, and the control unit has a predetermined magnetic pattern of the plurality of magnetic sensors. A range for changing the assist ratio when the connection is detected is set. When the magnetic detection pattern of the plurality of magnetic sensors is not the predetermined pattern, the assist ratio when the connection is not detected. You may set the range which fluctuates.

  An assist ratio control device according to an embodiment of the present invention includes a control unit that controls an assist ratio that is a ratio between a passenger's pedaling force applied to an electrically assisted vehicle and an auxiliary power generated by a motor according to the pedaling force. A storage unit that stores information on a plurality of types of assist ratios, and a vehicle can be connected to a vehicle body on which the occupant of the battery-assisted vehicle rides, and the control unit can connect the vehicle body and the vehicle The control unit changes the range in which the assist ratio is changed based at least on the information on the presence / absence of connection between the vehicle body and the carriage.

  A computer program according to an embodiment of the present invention causes a computer to execute an operation for controlling an assist ratio, which is a ratio between a pedaling force applied to an electrically assisted vehicle and an auxiliary power generated by a motor in accordance with the pedaling force. A computer program, wherein a bogie can be connected to a vehicle body on which the occupant of the battery-assisted vehicle rides, and the computer program receives information on whether or not the vehicle body and the bogie are connected, and And a step of changing a range in which the assist ratio is varied based on at least information on whether the carriage is connected or not.

  According to an embodiment of the present invention, the range in which the assist ratio is varied is changed based at least on the detection result of whether or not the vehicle body and the carriage are connected. As a result, appropriate auxiliary power can be provided for each of the case where the vehicle body and the carriage are connected, and the case where the vehicle is not connected. In any state, the occupant can comfortably drive the electric auxiliary vehicle. Can do.

  For example, the control unit may change the upper limit of the range in which the assist ratio is varied based on the detection result of whether or not the vehicle body and the carriage are connected. Further, the control unit may increase the assist ratio when the connection is detected than when the connection is not detected. In addition, the control unit sets the upper limit of the range for changing the assist ratio when the connection is not detected to 1: 2 or less, and sets the upper limit of the range for changing the assist ratio when the connection is detected to 1: 2. A larger value may be set. When the cart is connected, the auxiliary power is insufficient if the assist ratio is set based on the state where the cart is not connected. Therefore, by increasing the upper limit of the range in which the assist ratio is changed when the cart is connected than when the cart is not connected, the occupant can obtain a large assist and can drive comfortably.

  For example, when the connection is detected and the traveling speed of the electrically assisted vehicle is less than 10 km / h, the control unit may set the upper limit of the range for changing the assist ratio to be larger than 1: 2. Further, the control unit may set the upper limit of the range in which the assist ratio is changed when connection is detected to be larger than 1: 2 and 1: 3 or less. In addition, when the connection is detected and the traveling speed of the electrically assisted vehicle is less than 10 km / h, the control unit sets the upper limit of the range for changing the assist ratio to be greater than 1: 2 and 1: 3 or less. When the travel speed is 10 km / h or higher, the upper limit of the range in which the assist ratio is changed may be gradually decreased. When the travel speed is 24 km / h or higher, the assist ratio may be 1: 0. Thereby, suitable auxiliary power can be provided in each speed range.

  For example, when the detection result changes from no connection to presence or when the detection result changes from connection to absence, the control unit automatically adjusts the assist ratio that is set after changing the presence or absence of connection. Alternatively, the assist ratio may be changed. By automatically changing the assist ratio, the occupant can save time and effort to switch manually.

  For example, when an instruction to change the assist ratio is received from an occupant, the control unit may arbitrarily change the assist ratio within a range in which the assist ratio is varied. Thereby, the assist ratio according to the passenger | crew's request at the time can be provided.

  For example, you may further provide the alerting | reporting part which alert | reports at least one of the information regarding the range which fluctuates the state of the presence or absence of the detected connection, and assist ratio. Moreover, you may further provide the alerting | reporting part which alert | reports at least one of the change of the detection result of the presence or absence of a connection, and the change of the range which fluctuates an assist ratio. By notifying the occupant of such information, the occupant can recognize the current state of the electrically assisted vehicle, and the occupant can change the setting as necessary.

  For example, the detection unit may detect the connection when the vehicle body and the carriage are locked. As a result, when the vehicle body and the bogie are in contact but not locked, it is detected that the vehicle body and the bogie are connected, and the assist ratio when the connection is detected is erroneously set to a range that varies. Can be prevented. Further, the detection unit may detect the presence / absence of connection between the vehicle body and the bogie corresponding to the positional relationship between the detection unit and the detection target. At this time, when the vehicle body and the carriage are locked, the distance between the detection unit and the detected body may be shorter than when the vehicle body is not locked. Thereby, the presence or absence of a connection can be detected in conjunction with the locking operation. Moreover, you may further provide the alerting | reporting part which alert | reports the information regarding a lock | rock when it detects that the lock is not made | formed. Thereby, the passenger | crew can recognize that the lock | rock is not made.

  For example, a plurality of detection units may be provided. Thereby, even if one of the detection units fails, it can be prevented that the presence or absence of connection is erroneously detected. Further, when all of the plurality of detection units detect that there is a connection, the control unit may set a range in which the assist ratio when the connection is detected is changed. Further, when the detection result of at least one of the plurality of detection units is different from the detection result of at least one other detection unit, the control unit varies the assist ratio when no connection is detected. A range to be set may be set. Thereby, even if one of the detection units breaks down, when the vehicle body and the carriage are not connected, it is prevented that the assist ratio when the connection is detected is erroneously set to a range that fluctuates. Can do. In addition, when the detection result of at least one of the plurality of detection units is different from the detection result of at least one other detection unit, the control unit may detect the plurality of detection units and the detection targets of the plurality of detection units. It may be determined that at least one of the detectors has failed. Moreover, you may further provide the alerting | reporting part which alert | reports the information regarding a failure. Thereby, the passenger | crew can recognize that at least 1 of the some detection parts is out of order.

  For example, the detection unit may detect the connection when the signal received from the carriage has a predetermined pattern. When the received signal has a predetermined pattern, it is detected that the vehicle body and the bogie are connected by detecting that the vehicle body and the bogie are connected. can do. In addition, when the signal received from the carriage by the detection unit is not a predetermined pattern and is not a pattern when the vehicle body and the carriage are not connected, the control unit is at least one of the detection unit and the detection target. It may be determined that one has failed. Moreover, you may further provide the alerting | reporting part which alert | reports the information regarding a failure. Thereby, the passenger | crew can recognize that at least 1 of a detection part and a to-be-detected body has failed. In addition, the detection unit includes a plurality of magnetic sensors, the carriage includes at least one magnet, and the control unit has a predetermined pattern when the magnetic detection pattern of the plurality of magnetic sensors is a predetermined pattern. A range in which the assist ratio is changed may be set. If the magnetic detection patterns of the plurality of magnetic sensors are not predetermined patterns, a range in which the assist ratio is changed when no connection is detected may be set. As a result, even if the vehicle body and the carriage are not connected, it is erroneously detected that there is a connection due to an external factor such as contact of some member, and the assist ratio when the connection is detected is set within a range that varies. This can be prevented.

  According to the present invention, the range in which the assist ratio is varied is changed based at least on the detection result of the presence / absence of connection between the vehicle body and the carriage. As a result, appropriate auxiliary power can be provided for each of the case where the vehicle body and the carriage are connected, and the case where the vehicle is not connected. In any state, the occupant can comfortably drive the electric auxiliary vehicle. Can do.

1 is a side view showing a battery-assisted bicycle according to an embodiment of the present invention. It is a top view which shows the rear part of the bicycle main body in the state in which the bicycle main body and trolley | bogie which concern on embodiment of this invention are not connected. It is a side view which shows the trolley | bogie which concerns on embodiment of this invention. It is a side view which shows the trolley | bogie which concerns on embodiment of this invention. It is a block diagram which shows the component of the battery-assisted bicycle which concerns on embodiment of this invention. (A) is a figure which shows the state which the bicycle main body which concerns on embodiment of this invention, and a trolley | bogie are not connected, (b) is the state where the bicycle main body which concerns on embodiment of this invention, and a trolley | bogie are connected. FIG. It is a figure which shows the relationship between the vehicle speed and assist ratio of the battery-assisted bicycle which concerns on embodiment of this invention. It is a figure which shows the relationship between the vehicle speed and assist ratio of the battery-assisted bicycle which concerns on embodiment of this invention. It is a figure which shows the display apparatus which concerns on embodiment of this invention. It is a block diagram which shows the component of the battery-assisted bicycle which concerns on embodiment of this invention. It is a figure which shows the state which the bicycle main body which concerns on embodiment of this invention, and the trolley | bogie are not connected. It is a figure which shows the state by which the bicycle main body and trolley | bogie which concern on embodiment of this invention are connected. (A) is a figure which shows the state by which the bicycle main body and trolley | bogie which concern on embodiment of this invention are not locked, (b) is the state by which the bicycle main body and trolley | bogie which concern on embodiment of this invention are locked. FIG. (A) is a figure which shows the state by which the bicycle main body and trolley | bogie which concern on embodiment of this invention are not locked, (b) is the state by which the bicycle main body and trolley | bogie which concern on embodiment of this invention are locked. FIG. (A) is a figure which shows the state by which the bicycle main body and trolley | bogie which concern on embodiment of this invention are not locked, (b) is the state by which the bicycle main body and trolley | bogie which concern on embodiment of this invention are locked. FIG. (A) is a figure which shows the trolley | bogie connection detection sensor and signal output part in the state which the bicycle main body and trolley | bogie which concern on embodiment of this invention are not locked, (b) is the bicycle which concerns on embodiment of this invention It is a figure which shows the trolley | bogie connection detection sensor and signal output part in the state in which the main body and the trolley | bogie are locked. It is a figure which shows the output signal of a some magnetic sensor when the trolley | bogie connection detection sensor which concerns on embodiment of this invention, and the signal output part adjoined.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following, a three-wheel battery-assisted bicycle will be described as an example of the battery-assisted vehicle of the present invention. In the embodiment of the present invention, left and right, front and rear, and top and bottom mean left and right, front and back, and top and bottom, based on a state where an occupant is seated on the seat 92 of the battery-assisted bicycle 10 toward the handle 82. In addition, the following embodiment is an illustration and this invention is not limited to the following embodiment.

(Embodiment 1)
FIG. 1 is a side view showing a battery-assisted bicycle 10 according to Embodiment 1 of the present invention. The battery-assisted bicycle 10 includes a bicycle main body (vehicle) 12 and a load carrying cart 14 (hereinafter abbreviated as a cart 14). FIG. 1 shows a state where the bicycle body 12 and the carriage 14 are connected.

  The bicycle body 12 has a frame 16 extending in the front-rear direction. The frame 16 includes a head tube 18, a down tube 20, a seat tube 22, a bracket portion 24, a chain stay 26, a seat stay 28, and a rear wheel support unit 30.

  The head tube 18 is provided at the front end of the frame 16. The down tube 20 is provided so as to extend rearward and obliquely downward from the head tube 18. The seat tube 22 is provided so as to extend obliquely upward and rearward from the rear end portion of the down tube 20. The bracket portion 24 is provided so as to extend rearward from the rear end portion of the down tube 20 and the lower end portion of the seat tube 22.

  The seat stay 28 is provided so as to extend rearward and obliquely downward from the upper end portion of the seat tube 22. The lower end of the seat stay 28 is connected to the chain stay 26.

  A handle stem 80 is rotatably inserted into the head tube 18. A handle 82 is fixed to the upper end portion of the handle stem 80. The handle 82 is provided with a brake lever (not shown), and an occupant can brake the battery-assisted bicycle 10 by operating the brake lever. A front fork 84 is fixed to the lower end portion of the handle stem 80. A front wheel 86 is rotatably supported on the lower end portion of the front fork 84 via an axle. In the battery-assisted bicycle 10, by turning the handle 82 to the left and right, the front wheel 86 turns to the left and right. Thereby, the direction of the battery-assisted bicycle 10 can be changed.

  A seat pipe 90 is inserted into the seat tube 22. A seat 92 is provided at the upper end of the seat pipe 90. The bracket unit 24 is provided with a drive unit 94. The drive unit 94 includes a pedal crank 96, pedals 98 a and 98 b, a drive sprocket 100 and an electric motor 102. When the occupant depresses the pedals 98a and 98b, the pedal crank 96 rotates.

  The drive sprocket 100 is attached to the pedal crank 96 via a one-way clutch 93 (FIG. 5) so as to rotate according to the rotation of the pedal crank 96 in one direction. The drive sprocket 100 is connected to a rotating shaft 356 (FIG. 2) provided at the lower part of the rear wheel support unit 30 through an endless chain 104. The electric motor 102 is provided obliquely below the rear of the drive sprocket 100 and generates torque for assisting the rotation of the pedal crank 96. Behind the seat tube 22, the drive unit 94 is provided with a battery 106 for storing electric power used for driving the electric motor 102 and the like. The drive unit 94 is provided with a controller 120 (FIG. 5) that controls the operation of the battery-assisted bicycle 10.

  In the battery-assisted bicycle 10 shown in FIG. 1, the rear wheel support unit 30 can roll with respect to the chain stay 26. Further, the front end 374a of the loading portion 374 of the carriage 14 is located in front of the front ends of the left rear wheel 108 and the right rear wheel 114 (FIG. 2).

  FIG. 2 is a plan view showing a rear portion of the bicycle body 12 in a state where the bicycle body 12 and the carriage 14 are not connected. The chain 104 is connected to the left rear wheel 108 via the transmission mechanism T. As the chain stay 26 and the seat stay 28, chain stays and seat stays used in various known three-wheeled bicycles can be used, and thus detailed descriptions of the chain stay 26 and the seat stay 28 are omitted.

  The transmission mechanism T includes a rotating shaft 356 and a chain 358. The chain 104 is connected to the right end portion of the rotation shaft 356. The chain 358 connects the left end portion of the rotating shaft 356 and the left rear wheel 108. With such a configuration, rotation is transmitted from the chain 104 to the left rear wheel 108 via the transmission mechanism T. Note that the transmission mechanism T may transmit rotation to both the left rear wheel 108 and the right rear wheel 114. As the transmission mechanism T, transmission mechanisms used in various known three-wheeled bicycles can be used, and thus detailed description of the transmission mechanism T is omitted.

  The rear wheel support unit 30 includes brackets 360 and 362 for rotatably supporting the left rear wheel 108 via the axle 110, and a bracket 364 for rotatably supporting the right rear wheel 114 via the axle 116. 366, a support tube 368 for connecting the bracket 360 and the bracket 364, and a pair of connection units 370 and 372 attached to the support tube 368. The rear wheel support unit 30 is connected to the chain stay 26 so that it can roll around the chain stay 26. As the configuration of the rear wheel support unit 30 other than the brackets 360, 362, 364, 366, the support tube 368, and the connection units 370, 372, the configuration of a known rolling type rear wheel support unit can be used. Detailed description of the wheel support unit 30 is omitted.

  The connection unit 370 includes a bracket 370a having a substantially U shape in plan view and a cylindrical collar 370b extending in the left-right direction. Both end portions of the bracket 370a extend obliquely rearward so as to expand in the left-right direction. The collar 370b is supported by the bracket 370a via a bolt 370c and a nut 370d. The connection unit 372 has a configuration that is symmetrical with respect to the connection unit 370, and includes a bracket 372a and a collar 372b similar to the bracket 370a and the collar 370b. The collar 372b is supported by the bracket 372a via a bolt 372c and a nut 372d.

  3 and 4 are side views showing the carriage 14. FIG. 3 is a diagram illustrating the carriage 14 in a state where the stand member 382 is set in a grounded state. FIG. 4 is a diagram showing the carriage 14 in a state where the stand member 382 is set in a non-grounding state. The stand member 382 includes a pair of auxiliary wheels 428 disposed on the left side and the right side of the carriage 14. In the present embodiment, the grounding state of the stand member 382 refers to a state where the pair of auxiliary wheels 428 of the stand member 382 is in contact with the ground, and the non-grounded state of the stand member 382 refers to the pair of auxiliary wheels 428. The state that is not in contact with the ground.

  The carriage 14 includes a loading portion 374, a fence portion 376 provided so as to extend upward from the loading portion 374, a pair of casters 378 provided at the rear portion of the loading portion 374, and a lock mechanism 380 provided at a substantially central portion of the loading portion 374. Including. The stand member 382 provided in the lock mechanism 380 includes a handle portion 432 that extends in an arm shape toward the upper and rear sides.

  The stacking portion 374 includes a pair of side frames 384 arranged side by side and extending in the front-rear direction, and cross members 386, 388, 390, and 392 extending in the left-right direction so as to connect the pair of side frames 384.

  Between the cross member 386 and the cross member 388, each side frame 384 is provided with a bracket 394 that extends in the front-rear direction and protrudes below the stacking portion 374. Each bracket 394 is welded to the inner side surface of the side frame 384, for example.

  A bracket 395 is provided to extend rearward and obliquely downward from the center of the cross member 388. The bracket 395 is welded to the cross member 388, for example. The bracket 395 supports the wire 470.

  Each caster 378 includes a wheel 400 and a support frame 402 that rotatably supports the wheel 400. The support frame portion 402 has a shaft portion 402a extending in the vertical direction at an upper end portion thereof. The shaft portion 402a is rotatably supported by a bearing unit (not shown). As a result, the casters 378 can rotate about the shaft portion 402a with respect to the stacking portion 374.

  The fence portion 376 is connected to the front end portions of the pair of side frames 384 and extends upward, the pair of first handle frames 404, the cross members 406 and 408 connecting the pair of first handle frames 404, and the pair of side frames 384. A second handle frame 410 connected to the rear end and extending upward includes a cross member 412 provided to extend in the left-right direction at the top of the second handle frame 410. The fence portion 376 further includes a pair of side frames 416 that connect the pair of first handle frames 404 and the second handle frame 410, and a plurality of vertical frames 418 that connect the pair of side frames 416 and the pair of side frames 384. Have A lever 420 is provided at the upper end of the second handle frame 410.

  The lock mechanism 380 includes a first unit 448 and a pair of second units 450. The second unit 450 is disposed on each of the left side and the right side of the carriage 14. The first unit 448 is provided so as to connect the pair of brackets 394. The second unit 450 is fixed to the bracket 394 by a fastening member (not shown) (for example, a bolt and a nut).

  Next, a method for connecting the bicycle body 12 and the carriage 14 will be described. When connecting the carriage 14 to the bicycle body 12, first, the carriage 14 is set so that the collars 370 b and 372 b of the rear wheel support unit 30 (FIG. 2) fit into the recesses 482 (FIG. 3) of the pair of second units 450. Is moved to the bicycle body 12 side. Next, by operating the lever 446 of the handle portion 432, the auxiliary wheel 428 of the stand member 382 is separated from the ground, and the stand member 382 is in a non-grounded state. In addition, the pair of hook-shaped portions 422 (FIG. 4) of the stand member 382 provided on the left side and the right side of the carriage 14 move in front of the collars 370b and 372b, and the collars 370b and 372b come out of the recess 482. Is prevented. That is, the bicycle body 12 and the carriage 14 are prevented from being separated. Thereby, the bicycle body 12 and the carriage 14 are connected.

  Note that when the bicycle body 12 and the carriage 14 are separated, the stand member 382 may be changed from the non-grounded state to the grounded state by performing an operation opposite to the above. With this operation, the hook-shaped portion 422 of the stand member 382 moves below the collars 370b and 372b, and the collars 370b and 372b can be separated from the recess 482.

  Next, with reference to FIG. 5, transmission / reception of signals and transmission of power when performing assist control by the electric motor 102 in the battery-assisted bicycle 10 will be described. FIG. 5 is a block diagram showing components of the battery-assisted bicycle 10.

  The controller 120 of the battery-assisted bicycle 10 performs assist control by drivingly controlling the electric motor 102 according to the pedaling force of the occupant. The controller 120 detects the pedaling force of the occupant based on the torque value output from the torque sensor 97 that detects the torque of the pedal crank 96. The controller 120 controls the output of the electric motor 102 according to the detected pedal depression force. The controller 120 also controls the output of the electric motor 102 in consideration of the gear position and assist mode (details will be described later) of the battery-assisted bicycle 10.

  The controller 120 includes a pedaling force detection unit 122, an auxiliary force calculation unit 123, a gear position detection unit 124, a memory 121, and a motor control unit 125. The pedal effort detector 122 obtains the pedal effort of the occupant based on the torque of the pedal crank 96 detected by the torque sensor 97. The shift speed detection unit 124 detects the current shift speed based on the rotation speed of the electric motor 102 and the vehicle speed of the front wheels 86. The cart connection detection sensor 140 detects whether or not the bicycle body 12 and the cart 14 are connected.

  The auxiliary force calculation unit 123 includes a pedal depression force detected by the pedal force detection unit 122, a gear position detected by the gear position detection unit 124, an assist mode, the number of rotations of the pedal crank 96 detected by the crank rotation sensor 95, and a carriage connection. Based on the presence or absence of the connection detected by the detection sensor 140, the driving force required for the electric motor 102 is obtained. The memory 121 stores information related to a plurality of types of assist ratios, and stores data related to pedaling force, shift speed, and driving force according to the assist mode. The auxiliary force calculation unit 123 obtains the driving force by reading necessary data from the memory 121 in accordance with the pedal depression force, the shift speed, and the assist mode. Note that the memory 121 may be provided outside the controller 120.

  The motor control unit 125 controls the driving of the electric motor 102 so that the electric motor 102 outputs the necessary driving force obtained by the auxiliary force calculating unit 123. Further, the motor control unit 125 changes the driving force by the electric motor 102 according to the assist mode changing operation. As an example of the assist mode of the battery-assisted bicycle 10, there are four modes of “strong”, “standard”, “auto-eco”, and “off”. The driving force of the electric motor 102 decreases in the order of “strong”, “standard”, and “auto-eco” with respect to the same pedal depression force.

  When the assist mode is “standard”, the electric motor 102 generates driving force when the battery-assisted bicycle 10 starts, travels on a flat road, travels uphill, and the like. When the assist mode is “strong”, the electric motor 102 generates a driving force when the battery-assisted bicycle 10 starts, travels on a flat road, travels uphill, and the like, as in the case of “standard”. When the assist mode is “strong”, the electric motor 102 generates a greater driving force for the same pedal depression force than in the “standard” case. When the assist mode is “auto eco”, the electric motor 102 generates a smaller driving force for the same pedal depression force than when it is “standard” when the battery-assisted bicycle 10 starts or runs uphill. When the assist mode is “OFF”, the electric motor 102 does not generate a driving force.

  As described above, the assist ratio of the electric motor 102 with respect to the pedaling force of the occupant changes according to the assist mode described above. The assist ratio is the ratio of the driving force of the electric motor 102 to the occupant's pedaling force. In the present embodiment, the assist mode is switched to four stages. However, the switching of the assist mode may be three steps or less or may be five steps or more.

  As shown in FIG. 5, the rotation speed of the electric motor 102 that is driven and controlled by the motor control unit 125 is detected by the motor rotation sensor 105. The motor rotation speed detected by the motor rotation sensor 105 is input as a signal to the gear position detection unit 124 of the controller 120. As described above, information regarding the vehicle speed of the front wheels 86 is also input to the gear position detection unit 124. The front wheel speed sensor 87 is provided, for example, in the vicinity of the rotation axis of the front wheel 86 and outputs information on the detected vehicle speed to the gear position detection unit 124.

  The output of the electric motor 102 that is driven and controlled by the motor control unit 125 of the controller 120 is decelerated by a reduction gear (gear) 103. Thereafter, the driving force output from the electric motor 102 is transmitted to the chain 104 via the one-way clutch 113. Then, the driving force of the electric motor 102 is transmitted to the rotating shaft 356 (FIG. 2) by the chain 104. Then, it is transmitted from the rotary shaft 356 to the drive shaft 110 of the rear wheel 108 via the chain 358.

  On the other hand, the pedal effort applied to the pedal crank 96 when the occupant rotates the pedals 98 a and 98 b is transmitted to the chain 104 via the one-way clutch 93. The pedaling force of the occupant is transmitted to the drive shaft 110 of the rear wheel 108 via the chain 104, the rotating shaft 356, and the chain 358.

  Thus, the driving force of the electric motor 102 and the pedaling force of the occupant are transmitted to the driving shaft 110 of the rear wheel 108. That is, the driving force of the electric motor 102 and the pedaling force of the occupant are added together by the chain 104 and become the power of the battery-assisted bicycle 10.

  In the example shown in FIG. 5, a transmission mechanism 111 is provided on the drive shaft 110. The transmitted rotational power is shifted at a gear ratio set by the speed change mechanism 111. The speed change mechanism 111 changes the speed ratio when the occupant operates a speed change operation unit 83 provided on the handle 82 or the like. Power is transmitted to the rear wheel 108 via the one-way clutch 112. Note that power may be transmitted to both the rear wheels 108 and 114 via the one-way clutch 112.

  Next, an operation in which the cart connection detection sensor 140 detects whether or not the bicycle body 12 and the cart 14 are connected will be described with reference to FIG. 6A shows a state in which the bicycle body 12 and the carriage 14 are not connected to each other and are separated from each other, and FIG. 6B shows a state in which the bicycle body 12 and the carriage 14 are connected. The cart connection detection sensor 140 is, for example, a non-contact sensor. In the example illustrated in FIG. 6, the cart connection detection sensor 140 is provided in the connection unit 370 of the bicycle body 12 and is provided in the second unit 450 of the cart 14. The presence / absence of connection between the bicycle body 12 and the carriage 14 is detected based on whether the carriage connection detection sensor 140 has received the signal output from the signal output unit 141.

  As shown in FIG. 6A, in the state where the cart connection detection sensor 140 and the signal output unit 141 are separated from each other, the cart connection detection sensor 140 cannot receive the signal output from the signal output unit 141. It is detected that the bicycle body 12 and the carriage 14 are not connected. On the other hand, as shown in FIG. 6B, when the bicycle main body 12 and the carriage 14 are connected, the carriage connection detection sensor 140 and the signal output section 141 are close to each other, and the carriage connection detection sensor 140 is a signal output section. 141 can receive the signal output from the vehicle, and it is detected that the bicycle body 12 and the carriage 14 are connected. The controller 120 receives the detection result of the presence / absence of connection from the cart connection detection sensor 140, and obtains the driving force required for the electric motor 102 based on the presence / absence of the connection.

  As the cart connection detection sensor 140, any of various sensors can be used as long as it can detect the presence or absence of connection. For example, when the cart connection detection sensor 140 has a reed switch and the signal output unit 141 is a magnet, the magnetism corresponds to an output signal, and the reed switch is short-circuited due to the proximity of the magnet to the reed switch. It is possible to detect that the bicycle body 12 and the carriage 14 are connected. For example, when the cart connection detection sensor 140 has a Hall IC and the signal output unit 141 is a magnet, an induced voltage is generated in the Hall IC due to the proximity of the magnet to the Hall IC. It can be detected that 12 and the carriage 14 are connected. For example, when the cart connection detection sensor 140 includes an optical sensor and the signal output unit 141 is a light emitting element, the light output from the light emitting element is received by the optical sensor due to the proximity of the light emitting element to the optical sensor. Thus, it is detected that the bicycle body 12 and the carriage 14 are connected. Further, for example, the output signal of the signal output unit 141 may be a laser, sound, ultrasonic wave, or the like, and the connection is detected when the cart connection detection sensor 140 receives the output signal of the signal output unit 141. Can do.

  Further, the cart connection detection sensor 140 may be a contact type. For example, when the coupler on the cart 14 side is fitted into the coupling unit 370 of the bicycle body 12, the switch on the coupling unit 370 side is pressed or the circuit is short-circuited. By doing so, the connection may be detected. Further, as the cart connection detection sensor 140, a cheat interlock switch, a photo interrupter, or the like may be used.

  Moreover, the trolley | bogie 14 may be provided with a communication function, a battery, etc., and the trolley | bogie connection detection sensor 140 may detect the connection of the bicycle main body 12 and the trolley | bogie 14 by connection with them.

  Next, the operation | movement which fluctuates the assist ratio in the case where the bicycle main body 12 and the trolley | bogie 14 are connected and the case where it is not connected is demonstrated using FIG.

  FIG. 7 is a diagram showing the relationship between the vehicle speed of the battery-assisted bicycle 10 and the assist ratio. The horizontal axis represents the vehicle speed (km / h), and the vertical axis represents the assist ratio. The upper limit of the range for changing the assist ratio when the bicycle body 12 and the carriage 14 are not connected is indicated by a dotted line 152, and the upper limit of the range for changing the assist ratio when connected is indicated by a solid line 153.

  As described above, the assist ratio is a ratio between the occupant's pedaling force and the auxiliary power of the electric motor 102. For example, in the present embodiment, the assist ratio 1: 2 means that the ratio of the pedaling force to the magnitude of the auxiliary power is 1: 2, which means that the auxiliary power is twice the pedaling force. Yes. Further, for example, the assist ratio 1: 3 indicates that the ratio of the pedaling force to the auxiliary power is 1: 3, which means that the auxiliary power is three times the pedaling force. . An assist ratio of 1: 0 indicates a state where no auxiliary power is generated.

  When the bicycle body 12 and the carriage 14 are not connected, the auxiliary force calculation unit 123 of the controller 120 sets the upper limit of the range for changing the assist ratio to 1: 2 or less. That is, it sets so that the magnitude | size of auxiliary power may be 2 times or less of pedaling force. When the occupant starts pedaling and the pedaling force is detected, the assisting force calculation unit 123 detects the pedaling force detected by the pedaling force detection unit 122, the gear speed detected by the gear speed detection unit 124, the assist mode, and the crank rotation sensor 95. Based on the number of rotations of the pedal crank 96 detected by the above and the speed of the battery-assisted bicycle 10 detected by the front wheel speed sensor 87, the electric motor 102 is set with an assist ratio in the range of greater than 1: 0 and less than or equal to 1: 2. Determine the auxiliary power. That is, the occupant is assisted while changing the assist ratio within the area 152a indicated by the dots in FIG. 7 according to the plurality of pieces of detection information. In this example, auxiliary power is generated from 0 km / h to 10 km / h with an assist ratio of 1: 2 as an upper limit. When the speed is 10 km / h or higher, the upper limit of the assist ratio gradually decreases in proportion to the speed. When the speed is 24 km / h or higher, the assist ratio is 1: 0, that is, the assist power becomes zero. Accordingly, appropriate auxiliary power is provided for a state in which the bicycle body 12 and the carriage 14 are not connected, and the occupant can comfortably drive the battery-assisted bicycle 10.

  On the other hand, when the carriage 14 is connected to the bicycle body 12, the traveling load increases. For example, when a cart equipped with casters 378 is connected like the cart 14, the traveling load increases at the time of cornering or the like regardless of the weight of the cart. Therefore, if the assist ratio is set based on the state where the carriage is not connected, the auxiliary power is insufficient.

  Therefore, when the bicycle main body 12 and the carriage 14 are connected, the auxiliary force calculation unit 123 of the controller 120 sets the upper limit of the range for changing the assist ratio to be larger than 1: 2. For example, the upper limit of the range for changing the assist ratio is set to 1: 3 or less. That is, it sets so that the magnitude | size of auxiliary power may be 3 times or less of pedaling force. The upper limit of the assist ratio is made larger than when the bicycle main body 12 and the carriage 14 are not connected, and the range in which the assist ratio is changed is changed, so that the bicycle main body 12 and the carriage 14 are connected. Appropriate auxiliary power can be provided. When the occupant starts pedaling and the pedaling force is detected, the assisting force calculation unit 123 detects the pedaling force detected by the pedaling force detection unit 122, the gear speed detected by the gear speed detection unit 124, the assist mode, and the crank rotation sensor 95. Based on the rotation speed of the pedal crank 96 detected by the above and the speed of the battery-assisted bicycle 10 detected by the front wheel speed sensor 87, the upper limit of the range for changing the assist ratio is set to 1: 3 or less, and the auxiliary power of the electric motor 102 is increased. decide. In this case, the occupant is assisted while changing the assist ratio within the range of the region 152a indicated by the dots in FIG. 7 and the region 153a indicated by the oblique lines in accordance with the plurality of detection information. In this example, the auxiliary power is generated by setting the upper limit of the assist ratio to 1: 3 or less from 0 km / h to 10 km / h. When the speed is 10 km / h or higher, the upper limit of the range in which the assist ratio is changed in proportion to the speed gradually decreases. When the speed is 24 km / h or higher, the assist ratio is 1: 0, that is, the auxiliary power is zero. Thereby, appropriate auxiliary power is provided for the state where the bicycle body 12 and the carriage 14 are connected, and the occupant can drive the battery-assisted bicycle 10 comfortably.

  In the above example, when the bicycle main body 12 and the carriage 14 are connected, the upper limit of the range in which the assist ratio is changed at a speed of 10 km / h or more gradually decreases. Below h, the upper limit of the range for changing the assist ratio may be gradually decreased. FIG. 8 shows an example in which the upper limit of the range in which the assist ratio is varied gradually decreases as an example at a speed of 5 km / h or higher. When the maximum assist ratio is set to 1: 3 or less, the power consumption may be increased. Therefore, in the low speed range (for example, less than 5 km / h) that requires the most auxiliary power when the carriage 14 is connected, auxiliary power up to an assist ratio of up to 1: 3 is generated, and gradually reduced in the higher speed range. Thus, the power consumption can be reduced while providing the auxiliary power necessary for the occupant.

  When the detection result of the connection changes from no connection to presence or when the detection result changes from the presence of connection to the absence of connection, the controller 120 automatically adjusts the assist ratio according to the state after the change in the presence or absence of the connection. Change. Alternatively, the change range of the assist ratio is not automatically changed only by changing the presence / absence of the connection, but the change of the presence / absence of the connection is only one condition. May be changed. The other conditions in this case may be based on the presence or absence of an arbitrary operation such as release of the parking brake by the occupant, for example.

  When the detection result of the connection changes from no connection to presence or when the detection result changes from the presence of connection to the absence of the connection, the controller 120 is within a range in which the assist ratio suitable for the state after the change in the presence / absence of the connection is changed. The assist ratio is automatically changed so that

  Alternatively, the controller 120 may arbitrarily change the assist ratio within a range in which the assist ratio is changed only when an instruction to change the assist ratio is received from an occupant. For example, by connecting the carriage 14, the upper limit of the range in which the assist ratio is varied is set to 1: 3. However, if the occupant knows that the remaining battery level is low, he wants to give priority to increasing the cruising distance with assistance by reducing power consumption. In such a case, it is possible to extend the cruising distance while suppressing the power consumption without changing the assist ratio based on the instruction from the passenger (or by not instructing it).

  Note that the values of the assist ratio and the speed are examples, and other values may be set.

  FIG. 9 is a diagram showing the display device 160 attached to the handle 82 of the battery-assisted bicycle 10. The display device 160 is attached, for example, in the vicinity of the left grip of the handle 82, transmits / receives information to / from the controller 120, and presents various information to the occupant. The display device 160 has, for example, a liquid crystal panel, and the display unit 161 has information on the speed of the battery-assisted bicycle 10, the remaining capacity of the battery 106, the range in which the assist ratio is changed, the assist mode, whether the carriage 14 is connected, and others. Information including driving information is displayed. In addition, the assist mode can be changed by the occupant operating the assist mode operation unit 162 of the display device 160.

  The display unit 161 includes a speed display unit 161a, a remaining battery capacity display unit 161b, an assist ratio fluctuation range display unit 161c, an assist mode display unit 161d, and a bogie connection information display unit 161e for notifying connection information of the bogie. The display unit 161 functions as a notification unit that notifies the occupant of such information and the like, and displays information in this example. However, the display unit 161 may output the sound and notify the occupant.

  The speed display unit 161a displays the speed of the battery-assisted bicycle 10 as a number. In the present embodiment, the speed of the battery-assisted bicycle 10 is detected by the front wheel speed sensor 87.

  In the remaining battery capacity display unit 161b, the remaining capacity of the battery 106 is displayed in segments based on the remaining battery capacity information output from the battery 106 to the controller 120. Thereby, the remaining capacity of the battery 106 can be grasped intuitively.

  In the assist ratio fluctuation range display portion 161c, a range in which the assist ratio set by the controller 120 is changed is displayed by segment. Further, the assist ratio currently being executed in the fluctuation range may be further displayed.

  The assist mode display unit 161d displays the assist mode selected by the passenger operating the assist mode operation unit 162. When the assist mode is any one of “strong”, “standard”, and “auto eco”, the assist mode display portion 161d displays a display portion corresponding to each mode.

  When the bicycle main body 12 and the carriage 14 are connected to the carriage connection information display portion 161e, a carriage mark notifying the connection of the carriage 14 is displayed, and the occupant can recognize that the carriage 14 is connected. In addition, it is possible to recognize that assistance is received at the assist ratio when the carriage 14 is connected. When the bicycle body 12 and the carriage 14 are not connected, the carriage mark is not displayed, so that the occupant can recognize that the carriage 14 is not connected, and the case where the carriage 14 is not connected. It can be recognized that the assist is received at the assist ratio.

  The display device 160 further includes a notification unit 163 that transmits information necessary for the passenger by sound. The notification unit 163 notifies the occupant when at least one of a change in the detection result of whether or not the carriage 14 is connected and a change in the range in which the assist ratio is changed occurs. For example, when it is detected that the carriage 14 is detached from the bicycle body 12 during traveling with the bicycle body 12 and the carriage 14 connected, the passenger is notified by sound that the carriage 14 has been removed. So the occupant can quickly recognize it. In addition, when the controller 120 changes the range in which the assist ratio is changed, the occupant changes the range in which the assist ratio is changed without visually observing the display device 160 by notifying the occupant with sound. You can recognize this quickly.

(Embodiment 2)
Next, the battery-assisted bicycle 10 according to the second embodiment of the present invention will be described with reference to FIGS. 10 to 12. Constituent elements common to the battery-assisted bicycle 10 according to the first embodiment are denoted by the same reference numerals, and the same description is not repeated.

  FIG. 10 is a block diagram illustrating components of the battery-assisted bicycle 10 according to the second embodiment. In the present embodiment, the battery-assisted bicycle 10 includes two or more cart connection detection sensors that detect whether or not the bicycle body 12 and the cart 14 are connected. For example, as shown in FIG. 10, the battery-assisted bicycle 10 includes two cart connection detection sensors 140 and 140a.

  The auxiliary force calculation unit 123 of the controller 120 includes the pedal depression force detected by the pedal force detection unit 122, the gear position detected by the gear position detection unit 124, the assist mode, and the rotation speed of the pedal crank 96 detected by the crank rotation sensor 95. Based on the presence / absence of the connection detected by the cart connection detection sensors 140 and 140a, the driving force required for the electric motor 102 is obtained.

  FIG. 11 is a diagram illustrating a state in which the bicycle body 12 and the carriage 14 are not connected to each other, and FIG. 12 is a diagram illustrating a state in which the bicycle body 12 and the carriage 14 are connected. The cart connection detection sensors 140 and 140a are, for example, non-contact sensors. In the example shown in FIGS. 11 and 12, the cart connection detection sensor 140 is provided in the coupling unit 370 of the bicycle body 12, and the cart connection detection sensor 140a is The connecting unit 372 of the bicycle body 12 is provided. The cart connection detection sensor 140 determines whether the bicycle body 12 and the cart 14 are connected depending on whether the cart connection detection sensor 140 has received a signal output from the signal output unit 141 provided in the second unit 450 on the left side of the cart 14. Detect the presence or absence. The cart connection detection sensor 140a determines whether the bicycle main body 12 and the cart 14 are connected depending on whether the cart connection detection sensor 140a has received a signal output from the signal output unit 141a provided in the second unit 450 on the right side of the cart 14. Detect the presence or absence.

  The cart connection detection sensor 140 and the cart connection detection sensor 140a may detect whether the bicycle body 12 and the cart 14 are connected by the same method, or may detect the connection status by different methods. Further, the signal output unit 141 and the signal output unit 141a may output the same type of signal, or may output different types of signals.

  As shown in FIG. 11, when the cart connection detection sensors 140 and 140a are separated from the signal output units 141 and 141a, the cart connection detection sensors 140 and 140a can receive signals output from the signal output units 141 and 141a. Accordingly, it is detected that the bicycle main body 12 and the carriage 14 are not connected.

  On the other hand, as shown in FIG. 12, in the state where the bicycle body 12 and the carriage 14 are connected, the carriage connection detection sensor 140 and the signal output section 141 are close to each other, and the carriage connection detection sensor 140a and the signal output section 141a Are close. Thereby, the cart connection detection sensor 140 can receive a signal output from the signal output unit 141, and the cart connection detection sensor 140a can receive a signal output from the signal output unit 141a. 14 is detected to be connected. The controller 120 receives the detection result of the presence / absence of connection from the cart connection detection sensors 140 and 140a, and obtains the driving force required for the electric motor 102 based on the presence / absence of the connection.

  In addition, although the non-contact sensor was illustrated as the trolley | bogie connection detection sensors 140 and 140a, a contact-type sensor may be sufficient.

  In the case where there is one carriage connection detection sensor, if the carriage connection detection sensor breaks down, it is impossible to correctly detect whether the bicycle body 12 and the carriage 14 are connected. For example, if the carriage 14 is not actually connected to the bicycle body 12 but it is detected that there is a connection due to a failure, the assist ratio becomes large and the auxiliary power becomes excessive.

  In this embodiment, when all the truck connection detection sensors 140 and 140a detect that there is a connection, the controller 120 sets a range in which the assist ratio when the connection is detected is varied. For example, the upper limit of the range for changing the assist ratio is set to be greater than 1: 2 and less than or equal to 1: 3. On the other hand, when the detection result of the presence / absence of connection is different between the cart connection detection sensor 140 and the cart connection detection sensor 140a, the controller 120 sets a range in which the assist ratio is varied when the connection is not detected. For example, the upper limit of the range for changing the assist ratio is set to 1: 2 or less. Thus, by setting the assist ratio based on the detection results of the cart connection detection sensors 140 and 140a, even if one of the cart connection detection sensors 140 and 140a breaks down, the bicycle body 12 and the cart 14 are not connected. In this case, it is possible to prevent the assist ratio when the connection is detected from being erroneously set to a range that varies.

  When the detection result of the presence / absence of connection is different between the cart connection detection sensor 140 and the cart connection detection sensor 140a, the controller 120 determines that at least one of the cart connection detection sensors 140 and 140a and the signal output units 141 and 141a is Judge that it is broken. In this case, the controller 120 may output information about the failure to the display device 160 (FIG. 9), and the display device 160 may notify the occupant of the information by display and / or audio output. Thereby, the passenger | crew can recognize that at least 1 of the trolley | bogie connection detection sensors 140 and 140a has failed.

(Embodiment 3)
Next, the battery-assisted bicycle 10 according to Embodiment 3 of the present invention will be described with reference to FIGS. 13 and 14. Constituent elements common to the battery-assisted bicycle 10 according to the first and second embodiments are denoted by the same reference numerals, and the same description is not repeated.

  FIG. 13 is a diagram illustrating a connecting operation between the bicycle body 12 and the carriage 14. FIG. 13A shows a state in which the collar portion 422 of the stand member 382 of the carriage 14 does not lock the collar 370b (FIGS. 2 and 4) of the connecting unit 370 of the bicycle body 12. FIG. In FIG. 13B, when the user operates the handle portion 432 (FIG. 4), the auxiliary wheel 428 of the stand member 382 moves away from the ground, and the hook-like portion 422 moves to the front of the collar 370b. The state where the collar 370b is locked so that the 370b does not come out of the recess 482 (FIG. 3) is shown. The stand member 382 includes a cross member 382 a that connects the left side portion and the right side portion of the carriage 14 in the stand member 382.

  In this embodiment, the cart connection detection sensor 140 detects that the bicycle body 12 and the carriage 14 are connected when the bicycle body 12 and the carriage 14 are locked. If it is detected that the bicycle body 12 and the carriage 14 are connected when the bicycle body 12 and the carriage 14 are in contact but not locked, the carriage 14 is actually connected to the bicycle body 12. However, the assist ratio becomes large and the auxiliary power becomes excessive. In the present embodiment, the bicycle body 12 and the carriage 14 are in contact with each other by detecting that the bicycle body 12 and the carriage 14 are connected when the bicycle body 12 and the carriage 14 are locked. When it is not done, it can be prevented that the bicycle body 12 and the carriage 14 are connected.

  In the present embodiment, the signal output unit 141 is provided in a member that moves and changes its position when the bicycle body 12 and the carriage 14 are locked. The cart connection detection sensor 140 detects the presence / absence of connection between the bicycle body 12 and the cart 14 according to the positional relationship with the signal output unit 141.

  For example, as shown in FIG. 13, the signal output unit 141 is provided on the cross member 382 a of the stand member 382, and the cart connection detection sensor 140 is provided on the bracket 370 a of the connection unit 370.

  In the state where the bicycle body 12 and the carriage 14 shown in FIG. 13A are not locked, the carriage connection detection sensor 140 and the signal output section 141 are separated from each other, and the carriage connection detection sensor 140 includes the signal output section 141. A signal to be output cannot be received, thereby detecting that the bicycle body 12 and the carriage 14 are not connected. On the other hand, in the state where the bicycle body 12 and the carriage 14 shown in FIG. 13B are locked, the carriage connection detection sensor 140 and the signal output unit 141 are close to each other, and the carriage connection detection sensor 140 outputs a signal output by the signal output unit 141. Thus, it is detected that the bicycle body 12 and the carriage 14 are connected.

  As described above, when the bicycle body 12 and the carriage 14 are locked, it is detected that the bicycle body 12 and the carriage 14 are connected, so that the bicycle body 12 and the carriage 14 are in contact but are locked. When it is not, it can be prevented that the bicycle body 12 and the carriage 14 are connected.

  FIG. 14 is a diagram illustrating a connecting operation between the carriage 14 including the contact-type carriage connection detection sensor 140 and the bicycle main body 12. FIG. 14A shows a state where the collar-like portion 422 of the stand member 382 of the carriage 14 does not lock the collar 370b (FIGS. 2 and 4) of the connecting unit 370 of the bicycle main body 12. FIG. In FIG. 14B, when the user operates the handle portion 432 (FIG. 4), the auxiliary wheel 428 of the stand member 382 moves away from the ground, and the hook-like portion 422 moves to the front of the collar 370b. The state where the collar 370b is locked so that the 370b does not come out of the recess 482 (FIG. 3) is shown.

  In the example of FIG. 14, a terminal 143 having electrical conductivity is provided on the cross member 382 a of the stand member 382. In the state where the bicycle body 12 and the carriage 14 shown in FIG. 14A are not locked, the carriage connection detection sensor 140 and the terminal 143 are not in contact with each other, whereby the bicycle body 12 and the carriage 14 are connected. It is detected that it has not been done. On the other hand, in a state where the bicycle body 12 and the carriage 14 are locked as shown in FIG. 14B, the carriage connection detection sensor 140 and the terminal 143 come into contact with each other, and the circuit in the carriage connection detection sensor 140 becomes conductive, whereby the bicycle body 12 It is detected that the carriage 14 is connected.

  As described above, when the bicycle body 12 and the carriage 14 are locked, it is detected that the bicycle body 12 and the carriage 14 are connected, so that the bicycle body 12 and the carriage 14 are in contact but are locked. When it is not, it can be prevented that the bicycle body 12 and the carriage 14 are connected.

  The cart connection detection sensor 140 and the terminal 143 may be provided on the coupling unit 370 and the cross member 382a via elastic bodies such as springs, respectively. Thereby, even if the relative positional relationship between the bicycle body 12 and the carriage 14 changes due to vibration or the like during traveling, the terminal 143 can be prevented from being separated from the carriage connection detection sensor 140.

  Further, the arrangement positions of the carriage connection detection sensor 140, the signal output unit 141, and the terminal 143 are merely examples, and may be in a positional relationship in which the presence / absence of connection can be detected along with the locking operation. Moreover, the above-mentioned cart connection detection sensor 140 is an example, and any sensor that can detect the presence or absence of connection in accordance with the locking operation may be used.

  Further, as in the second embodiment, a plurality of cart connection detection sensors 140 may be provided. For example, the cart connection detection sensor 140 may be provided in each of the coupling units 370 and 372 (FIG. 2), and the signal output unit 141 or the terminal 143 may be provided in each of the left and right ends of the cross member 382 a of the stand member 382. In this case, when all the truck connection detection sensors 140 detect that there is a connection, the controller 120 may set a range in which the assist ratio when the connection is detected is varied.

  Moreover, although the example in which the lock mechanism is provided in the carriage 14 has been described, the lock mechanism may be provided in the bicycle body 12 or may be provided in both the bicycle body 12 and the carriage 14.

(Embodiment 4)
Next, the battery-assisted bicycle 10 according to the fourth embodiment of the present invention will be described with reference to FIGS. 15 to 17. Constituent elements common to the battery-assisted bicycle 10 according to the first to third embodiments are denoted by the same reference numerals, and the same description is not repeated.

  FIG. 15 is a diagram illustrating a connecting operation between the bicycle body 12 and the carriage 14. FIG. 15A shows a state in which the collar portion 422 of the stand member 382 of the carriage 14 does not lock the collar 370b (FIGS. 2 and 4) of the connecting unit 370 of the bicycle body 12. FIG. In FIG. 15B, when the user operates the handle portion 432 (FIG. 4), the auxiliary wheel 428 of the stand member 382 moves away from the ground, and the hook-like portion 422 moves to the front of the collar 370b. The state where the collar 370b is locked so that the 370b does not come out of the recess 482 (FIG. 3) is shown.

  In this embodiment, the cart connection detection sensor 140 detects that the bicycle body 12 and the cart 14 are connected when the signal received from the cart 14 has a predetermined pattern. If the received signal is not a predetermined pattern, the cart connection detection sensor 140 detects that the bicycle body 12 and the cart 14 are not connected.

  When the signal for determining the presence / absence of connection is simple, for example, when the signal is only whether there is magnetism or the like, even if the bicycle body 12 and the carriage 14 are not connected, some member contacts. Due to external factors such as the above, there is a possibility that the cart connection detection sensor 140 may erroneously detect that there is a connection. When such a false detection occurs, the assist ratio becomes large and the auxiliary power becomes excessive even though the carriage 14 is not actually connected to the bicycle body 12. In addition, there is a possibility that the user prepares a magnet for the purpose of remodeling and intentionally makes a false detection and tries to obtain a large auxiliary power when the bicycle body 12 and the carriage 14 are not connected. In this embodiment, the cart connection detection sensor 140 detects that the bicycle body 12 and the carriage 14 are connected when the received signal has a predetermined pattern, so that the bicycle body 12 and the carriage 14 are connected. It can be prevented that the connection is erroneously detected when the connection is not made. In addition, modification by the user can be prevented.

  FIG. 16 is a diagram illustrating the cart connection detection sensor 140 and the signal output unit 141 according to the present embodiment. 16A corresponds to the unlocked state in FIG. 15A, and FIG. 16B corresponds to the locked state in FIG. 15B.

  In this embodiment, the cart connection detection sensor 140 includes a plurality of magnetic sensors, and the signal output unit 141 includes at least one magnet. In the example illustrated in FIG. 16, the cart connection detection sensor 140 includes three magnetic sensors 211, 212, and 213 inside the housing 215. The signal output unit 141 includes two magnets 221 and 223 inside the housing 225. The housing 215 is, for example, an opaque resin cover that protects the magnetic sensors 211, 212, and 213 and prevents the arrangement pattern of the magnetic sensors from being seen from the outside. The housing 225 is, for example, an opaque resin cover that protects the magnets 221 and 223 and prevents the arrangement pattern of these magnets from being seen from the outside.

  In the state where the bicycle body 12 and the carriage 14 shown in FIG. 16A are not locked, the carriage connection detection sensor 140 and the signal output section 141 are separated from each other. The output magnetism cannot be received, thereby detecting that the bicycle body 12 and the carriage 14 are not connected. On the other hand, in a state where the bicycle body 12 and the carriage 14 shown in FIG. 16B are locked, the carriage connection detection sensor 140 and the signal output unit 141 are close to each other. FIG. 17 is a diagram illustrating output signals of the magnetic sensors 211, 212, and 213 when the cart connection detection sensor 140 and the signal output unit 141 are close to each other. In this example, the magnetic sensors 211 and 213 detect the presence of magnetism by facing the magnets 221 and 223, respectively, and the output signal becomes High. The magnetic sensor 212 detects and outputs the absence of magnetism because there is no facing magnet. The signal remains low. In this way, when the signal pattern is predetermined with or without magnetism, the cart connection detection sensor 140 detects that the bicycle body 12 and the cart 14 are connected.

  If the signal pattern is not magnetic, non-existent, or present, the cart connection detection sensor 140 detects that the bicycle body 12 and the cart 14 are not connected. Thereby, when the bicycle main body 12 and the carriage 14 are not connected, it can be prevented that the connection is erroneously detected due to an external factor such as contact of some member.

  When the signal received from the carriage 14 by the carriage connection detection sensor 140 is not a predetermined pattern and is not a pattern when the bicycle body 12 and the carriage 14 are not connected, the controller 120 detects the carriage connection detection sensor. It may be determined that at least one of 140 and the signal output unit 141 is out of order. In this case, the controller 120 may output information about the failure to the display device 160 (FIG. 9), and the display device 160 may notify the occupant of the information by display and / or audio output. Thereby, the passenger | crew can recognize that at least one of the cart connection detection sensor 140 and the signal output part 141 is out of order.

  The arrangement pattern of the magnetic sensor and magnet of the cart connection detection sensor 140 and the signal output unit 141 is an example, and may be another arrangement pattern. Moreover, you may form the arrangement | sequence pattern which combined the 3 values of the N pole of a magnet, the S pole of a magnet, and a magnet.

  Further, the arrangement positions of the cart connection detection sensor 140 and the signal output unit 141 are merely examples, and any positional relationship that can detect the presence or absence of connection may be used. For example, the cart connection detection sensor 140 and the signal output unit 141 may be arranged at a position as shown in FIG. The cart connection detection sensor 140 and the signal output unit 141 described above are examples, and the signal of the predetermined pattern is not limited to magnetism.

  Further, as in the second embodiment, a plurality of cart connection detection sensors 140 may be provided. For example, the cart connection detection sensor 140 may be provided in each of the coupling units 370 and 372 (FIG. 2), and the signal output unit 141 may be provided in each of the left and right ends of the cross member 382 a of the stand member 382. In this case, when all the truck connection detection sensors 140 detect that there is a connection, the controller 120 may set a range in which the assist ratio when the connection is detected is varied. Further, the plurality of signal output units 141 may have different magnet arrangement patterns, and since the arrangement pattern is complicated, the modification by the user can be prevented more reliably.

  In the above description of the first to fourth embodiments, a three-wheeled bicycle has been exemplified as the electrically assisted vehicle. However, the present invention is not limited thereto, and may be, for example, a two-wheeled electrically assisted vehicle or four or more wheels. It may be an electric auxiliary vehicle.

  Further, in the description of the first to fourth embodiments, as an example of the carriage, a mode in which the vehicle is connected to the rear of the vehicle like a rear car is shown. However, the present invention is not limited thereto, and for example, the side of the vehicle like a side car. May be connected. Alternatively, it may be connected in front of the vehicle.

  In the description of the first to fourth embodiments, the luggage carrier cart is exemplified. However, the present invention is not limited to this, and for example, a carriage other than a luggage such as a person (or animal) may be on the carriage.

  In addition, operations such as assist ratio control and connection detection described in the description of the first to fourth embodiments may be realized by hardware, software, or a combination thereof. May be. The computer program for executing such an operation is stored in, for example, a memory provided in the battery-assisted bicycle 10, and the operation is executed by the controller 120 (computer). Moreover, such a computer program may be installed in the battery-assisted bicycle 10 from a recording medium (semiconductor memory, optical disk, etc.) on which it is recorded, or may be downloaded via an electric communication line such as the Internet. . Further, such a computer program may be installed in the battery-assisted bicycle 10 via wireless communication.

  The embodiments of the present invention have been described above. The above description of the embodiment is an exemplification of the present invention and does not limit the present invention. In addition, an embodiment in which the components described in the above embodiment are appropriately combined is possible. The present invention can be modified, replaced, added and omitted within the scope of the claims and the equivalents thereof.

  The present invention is particularly useful in the field of battery-assisted bicycles that assist driving by generating auxiliary power in an electric motor.

DESCRIPTION OF SYMBOLS 10 Electric assistance bicycle 12 Bicycle main body 14 Car 120 Controller 121 Memory 102 Electric motor 140, 140a Carriage connection detection sensor 143 Terminal 160 Display device 163 Notification part 211, 212, 213 Magnetic sensor 221, 223 Magnet 380 Lock mechanism 382 Stand member

Claims (17)

A vehicle body on which an occupant gets on and a cart can be connected,
A control unit that controls an assist ratio that is a ratio of the occupant's pedaling force and auxiliary power;
A motor that generates the auxiliary power according to the pedal effort and the assist ratio;
A detection unit for detecting whether or not the vehicle body and the carriage are connected;
With
The said control part is a motor-assisted vehicle which changes the range which fluctuates the said assist ratio based at least on the detection result of the presence or absence of the connection of the said vehicle body and the said trolley | bogie.   The electrically assisted vehicle according to claim 1, wherein the control unit changes an upper limit of a range in which the assist ratio is changed based at least on a detection result of whether or not the vehicle body and the carriage are connected.   The control unit sets the upper limit of the range for changing the assist ratio when the connection is not detected to 1: 2 or less, and sets the upper limit of the range for changing the assist ratio when the connection is detected. The electrically assisted vehicle according to claim 1, wherein the vehicle is set to be larger than 1: 2.   The control unit sets an upper limit of a range for changing the assist ratio to be larger than 1: 2 when the connection is detected and the traveling speed of the electrically assisted vehicle is less than 10 km / h. Item 4. The electrically assisted vehicle according to any one of Items 1 to 3.   5. The electric assistance according to claim 1, wherein the control unit sets an upper limit of a range in which the assist ratio is changed when the connection is detected to be larger than 1: 2 and equal to or smaller than 1: 3. vehicle. The control unit, when the connection is detected,
When the traveling speed of the electrically assisted vehicle is less than 10 km / h, the upper limit of the range for changing the assist ratio is set to be greater than 1: 2 and less than or equal to 1: 3;
When the traveling speed is 10 km / h or more, the upper limit of the range for changing the assist ratio is gradually decreased.
The electrically assisted vehicle according to any one of claims 1 to 5, wherein the assist ratio is set to 1: 0 when the traveling speed is 24 km / h or more.   When the detection result changes from no connection to presence or when the detection result changes from connection to absence, the control unit is within a range in which the assist ratio set after the change in the presence / absence of the connection is changed. Thus, the assist vehicle according to any one of claims 1 to 6, wherein the assist ratio is automatically changed.   The electric motor according to claim 1, wherein when receiving an instruction to change the assist ratio from the occupant, the control unit arbitrarily changes the assist ratio within a range in which the assist ratio is changed. Auxiliary vehicle.   The electrically assisted vehicle according to any one of claims 1 to 8, wherein the control unit increases the assist ratio when the connection is detected than when the connection is not detected.   The electrically assisted vehicle according to any one of claims 1 to 9, further comprising a notifying unit that notifies at least one of the detected state of presence / absence of connection and information related to a range in which the assist ratio is varied.   11. The battery-assisted vehicle according to claim 1, further comprising a notification unit that notifies at least one of a change in a detection result of presence / absence of connection and a change in a range in which the assist ratio is changed. At least one of the vehicle body and the carriage further includes a lock mechanism that locks the vehicle body and the carriage when the vehicle body and the carriage are connected.
The electrically assisted vehicle according to claim 1, wherein the detection unit detects the connection when the vehicle body and the carriage are locked.   The electrically assisted vehicle according to claim 1, comprising a plurality of the detection units.   The electrically assisted vehicle according to claim 13, wherein when all of the plurality of detection units detect that there is a connection, the control unit sets a range in which the assist ratio is changed when the connection is detected.   The electrically assisted vehicle according to claim 1, wherein the detection unit detects the connection when a signal received from the carriage has a predetermined pattern. A control unit that controls an assist ratio that is a ratio of a pedaling force applied to the electrically assisted vehicle and an auxiliary power generated by the motor in accordance with the pedaling force;
A storage unit that stores information on a plurality of types of assist ratios;
With
A bogie can be connected to the vehicle body on which the occupant of the motor-assisted vehicle rides.
The control unit receives information on the presence or absence of connection between the vehicle body and the carriage,
The said control part is an assist ratio control apparatus which changes the range which fluctuates the said assist ratio based on the information regarding the presence or absence of the connection of the said vehicle body and the said trolley | bogie. A computer program for causing a computer to execute an operation for controlling an assist ratio, which is a ratio between a pedaling force applied to an electrically assisted vehicle and an auxiliary power generated by a motor according to the pedaling force,
A bogie can be connected to the vehicle body on which the occupant of the motor-assisted vehicle rides.
The computer program is
Receiving information regarding the presence or absence of connection between the vehicle body and the carriage;
Changing the range in which the assist ratio is varied based on at least information on whether or not the vehicle body and the carriage are connected;
A computer program for causing the computer to execute.

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