JPH09207867A - Braking method of bicycle with power and its controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To brake a bicycle by utilizing a power generation braking function of an electric motor which drives the bicycle by braking the bicycle by power generation by reversely driving the electric motor from a wheel after the electric motor is started and speed of the bicyle is brought into synchronization with the electric motor. SOLUTION: Current-speed of a bicycle is obtained. If the speed is below the maximum set speed, speed at which the current speed comes into synchronization with speed due to rotary drive of an electric motor 15 is obtained, a duty ratio which corresponds to it is obtained, and a duty output signal 168 which corresponds to it is output. A drain current 163 is flowed from a battery 2 into the electric motor 15 to control one rotation speed of the electric motor 15 for a certain period of time so that the speed becomes linear for deceleration. This deceleration is done to reduce acceleration in accordance with abrupt deceleration due to regenerative braking. Next, a force signal 159 is turned OFF, and driving of the electric motor 15 is stopped. Then, regenerative braking is done at the duty ratio which corresponds to the speed at which an armature 19 is rotated and driven by output of a regenerative braking signal 155. The electric motor 15 generates electricity and charges.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking method for a motorized bicycle and a control device therefor. More specifically, the present invention relates to a braking method for a power-assisted bicycle having a clutch mechanism for driving a rotor of an electric motor that drives rear wheels or front wheels of the bicycle to perform dynamic braking, and a control device therefor.

[0002]

2. Description of the Related Art There is known a powered bicycle having a battery loaded with an electric motor. Bicycles are powered by the power of people pedaling.
A powered bicycle is a bicycle equipped with a drive mechanism to assist a person in rowing. Various drive devices for this powered bicycle have been proposed. Among these, a hub in which a DC motor is incorporated is also known (Japanese Patent Laid-Open No. 53-93515).
No. 6-506891).

On the other hand, in the rear hub of a chain-powered bicycle, a free wheel in which the rotational force is transmitted to the drive wheel only in the positive rotation only when it is driven by the pedal and the positive rotation force of the drive wheel is not transmitted to the pedal is used. I have it. The freewheel has a function of transmitting only one direction of rotational force, that is, a one-way clutch mechanism.

Since the front hub normally does not have this freewheel mechanism, when an electric motor is incorporated in the front hub or an electric motor is mounted on a front fork or the like to drive the front wheels, the electric motor is operated when the electric motor is not operating. Even the rotor of the motor is pedal-driven, which causes a problem of heavy pedal operation.

Further, since a powered bicycle is equipped with an electric motor and a battery, its body is heavier than a normal bicycle. Therefore, if a braking device that is normally used in a bicycle is installed, a powered bicycle has a problem that the braking performance does not match. In addition, when going down a hill on a bicycle, acceleration may be applied and the speed may increase. Therefore, it is desirable to be able to run stably at a desired speed.

Further, in order to stop the bicycle in a stable state, it is preferable to stop the bicycle while decelerating at a constant acceleration. It is difficult to realize this with the structure and function of the conventional powered bicycle. Regenerative braking control for returning the power during braking to the battery (Japanese Patent Application Laid-Open No. 57-114721)
No.), a device that regeneratively brakes at a dangerous speed has been proposed (JP-A-48-67934). However,
For example, even if the vehicle is traveling on a slope, the vehicle is not controlled to the constant traveling speed desired by the rider. The present invention solves these problems.

[0007]

The present invention has been made based on the above technical background, and achieves the following objects.

An object of the present invention is to provide a braking method for a powered bicycle for braking a bicycle by utilizing a dynamic braking function of an electric motor for driving the bicycle, and a braking control device therefor.

Another object of the present invention is to provide a bicycle braking method and a braking control apparatus for the bicycle for smoothing the braking of a powered bicycle.

[0010]

In order to solve the above problems, the present invention adopts the following means.

A braking method for a powered bicycle according to the first aspect of the present invention is as follows:
In a drive device for a power-assisted bicycle, in which a rotational output of an output shaft of an electric motor is transmitted to a hub body of a hub of a rear wheel or a front wheel of the bicycle to drive the rear wheel or the front wheel, the bicycle is driven by the electric motor. The electric motor is started until the traveling speed becomes the same as that at the time, the vehicle speed of the bicycle is synchronized with the electric motor, and then the electric motor is reversely driven from the wheel to perform the dynamic braking of the bicycle.

A braking method for a powered bicycle according to the second aspect of the present invention is as follows.
In a drive device for a power-assisted bicycle, in which a rotation output of an output shaft of an electric motor is transmitted to a hub body of a hub of a rear wheel or a front wheel of a bicycle to drive the rear wheel or the front wheel, rotation from the rear wheel or the front wheel The motive power is transmitted to the electric motor to perform dynamic braking to keep the bicycle at a constant speed.

A braking method for a powered bicycle according to the third aspect of the present invention is as follows.
In a drive device for a power-assisted bicycle, in which a rotation output of an output shaft of an electric motor is transmitted to a hub body of a hub of a rear wheel or a front wheel of a bicycle to drive the rear wheel or the front wheel, rotation from the rear wheel or the front wheel Power is transmitted to the electric motor to perform dynamic braking to brake the bicycle with a constant torque.

A fourth aspect of the present invention is a braking control device for a method of braking a powered bicycle according to the first aspect of the present invention, which comprises a traveling speed measuring means for detecting a traveling speed of the bicycle, and before the braking of the bicycle. A braking control device for a powered bicycle, comprising: a motor drive and braking control means for activating the electric motor to rotate the electric motor in synchronization with the traveling speed.

A fifth aspect of the present invention is a braking control device for a method of braking a powered bicycle according to the second aspect of the present invention, wherein the traveling speed measuring means for detecting the traveling speed of the bicycle and the traveling speed of the bicycle are constant. The motor drive and braking control means for transmitting rotational power from the rear wheels or the front wheels to the electric motor to generate electric power for braking so that the traveling speed of the bicycle is kept constant so that the traveling speed of the bicycle becomes constant. Is a braking control device for a powered bicycle.

A sixth aspect of the present invention is a braking control device for a method of braking a powered bicycle according to the third aspect of the present invention, wherein the detecting means detects the output torque of the electric motor, and the rotational power from the rear wheels or the front wheels. Is transmitted to the electric motor for dynamic braking, and a motor drive and braking control means for braking the bicycle with a constant force is provided, which is a braking control device for a powered bicycle.

A seventh aspect of the present invention is the drive device for a powered bicycle, wherein the rotational output of the output shaft of the electric motor is transmitted to the hub body of the hub of the rear wheels or front wheels of the bicycle to drive the rear wheels or the front wheels. The detection means for detecting the output torque of the electric motor includes a front gear plate that drives the rear wheel via a chain, a pressure receiving spring mechanism that receives and displaces the torque of a pedal that drives the front gear plate, and the pressure receiving spring mechanism. And a sensor that detects the torque by detecting the displacement of the vehicle.

The present invention 8 according to the invention 7 is characterized by comprising an axial displacement conversion mechanism for converting the displacement of the pressure receiving spring mechanism into the axial displacement of the front gear plate. It is a control device.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a front view of a bicycle equipped with a bicycle braking device of the present invention. FIG. 2 is a sectional view of the front hub of the bicycle. A battery 2 is mounted on a seat pipe 1 which is a bicycle frame. Battery 2
Is a storage battery for supplying electric power to the electric motor 15 described later. A controller 3 is arranged at a lower position of the battery 2. The controller 3 is the electric motor 1
5 for controlling.

An electric motor 15 is built in the front hub 4 and drives the front wheels 5. A right crank 7 is fixed to a front gear plate 6 that drives the chain. A torque sensor 8 described below is interposed between the front gear plate 6 and the right crank 7. The torque sensor 8 is a mechanism for detecting torque, which is the force with which the pedal is depressed. Since the structure of the rear hub 9 is the same as the conventional structure, it will not be described in detail here. Hereinafter, the detailed structure in the front hub 4 will be described in detail.

The hub shaft 10 is a hollow shaft, and male threads 11 and 12 are formed at both ends thereof. Male screw 1
A nut 13 is screwed into the nuts 1 and 12, and the nut 13 inserts the claw of the front fork 14 to fix the claw to the hub axle 10. An electric motor 15 is arranged at the center of the front hub 4. A hollow output shaft 16 is arranged on the outer periphery of the hub shaft 10. Both ends of the output shaft 16 are rotatably supported by a casing 18 of the electric motor 15 by bearings 17, 17.

An armature 19 is fixed to the outer periphery of the output shaft 16. The armature 19 is composed of an armature core 20 and an armature winding 21. A permanent magnet (ferrite magnet) that is a field pole 22 is arranged and fixed on the outer periphery of the armature 19. The field pole 22 is fixed to the inner peripheral surface 25 of the casing 18. A disc-shaped lid member 26 is fixed to one end surface of the casing 18. Lid member 26
Further, a fixing member 27 is fixed to the fixing member 27 with a bolt 28.

The fixing member 27 is attached to the hub axle 10 in the front fork 1.
It is fixed with a nut (not shown) together with the claws of No. 4. After all, the casing 18 is fixed to the hub axle 10. A first pinion 30 is formed integrally with the other end of the output shaft 16. The first pinion 30 is a planetary gear 3
It meshes with 1. An inner ring 34 on which a steel ball 35 rolls is fixed to the outer periphery of the casing 18 by a mechanical fixing method. A hub body 36 is rotatably supported on the outer periphery of the casing 18 via steel balls 35.

Three planetary gears 31 are arranged at equal angular positions on the outer circumference of the first pinion 30. Axis 3 of planetary gear 31
2 is rotatably supported by the bearing portion 34 of the gear frame 33.

Therefore, the gear frame 33 has a substantially annular shape, has a space for supporting the three planet gears 31, and is rotatably arranged around the hub shaft 10. Become. A first ring gear 40 is arranged on the outer circumference of the three planet gears 31. A spline 41 is formed on the outermost peripheral surface of the first ring gear 40. The spline 41 meshes with an annular spline hole 42 fixed to the casing 18 with a bolt 43. After all, the first ring gear 40 is fixed to the casing 18 and is fixed to the hub shaft 10 so as not to rotate relative to the hub shaft 10.

A rolling surface 45 is formed on the other end of the hub body 36 near the hub shaft 10. A steel ball 46 is provided on the rolling surface 45.
Is rolling. The steel ball 46 is a rolling surface 48 of a ball push 47.
Since they are also rolling at the same time, they eventually constitute bearings. The hub body 36 has two brims 48
Are provided integrally in parallel. The collar 48 is fixed by hooking one end of a spoke (not shown) into the spoke hole 49.

After all, the steel balls 35 and 46 rotatably support the hub body 36 on the hub shaft 10. The planetary gear 31 meshes with the first inner peripheral teeth 44 that are annular internal gears formed on the first ring gear 40. Three second pinions 41 are arranged on the first ring gear 40. The shaft 52 of the second pinion 51 is connected to the first ring gear 4
The second pinion 51 is rotatably supported on the shaft 52.

The second pinion 51 meshes with the outer peripheral teeth 53 provided on the gear frame 33. At the same time, the second pinion 51 meshes with the second inner peripheral teeth 54 of the second ring gear 55. Since the second pinion 51 does not revolve, it is driven to rotate by the outer peripheral teeth 53 by the revolution of the gear frame 33. By the rotation of the second pinion 51, the second ring gear 55 is rotationally driven via the second inner peripheral teeth 54.

As shown in detail in FIG. 3, a one-way clutch 60, that is, a ratchet mechanism is arranged on the outer periphery of the second ring gear 55. FIG. 4 is a detailed sectional view showing the engagement of the one-way clutch. The claw 61 of the one-way clutch 60 meshes with the ratchet teeth 62 formed on the inner peripheral surface of the hub body 36.

The pawl 61 is formed with a spring engaging portion 64. A circular spring 63 is engaged with the spring locking portion 64, and the claw 63 is tightened by a spring force from the outer circumference toward the center. Due to this tightening, the claw 61 is always biased in the rising direction, and thus meshes with the ratchet teeth 62. Two types of nails 61 are prepared in total. The other type is a spring locking portion 64 arranged on the opposite side of the claw 61 (see FIG. 3).

Other types of claws 61 are arranged at an angle. 180 degrees angle with these two types of nails 61,
Two claws 61 of the same type are arranged in the same direction and the same phase. After all, a total of four claws 61 are arranged. This is to prevent the strength from being insufficient even when the transmission torque increases due to the transmission of the power of the electric motor 15.

Since the one-way clutch 60 has a function of transmitting only one-way rotational force, that is, a one-way clutch mechanism, only the power of the electric motor 15 can be transmitted to the wheels. If the one-way clutch 50 is not provided, when the electric motor 15 is stopped, the armature 19 of the electric motor 15 is also driven, and the pedal becomes heavy. Further, there is an advantage that the moment of inertia of the armature 19 can be cut off during braking.

The operation of the one-way clutch 60 cannot be stopped or released. In the present embodiment, the clutch 70 is further added.
It has. The claws 71 of the clutch 70 have slits 7 arranged at two positions on the second ring gear 55 at 180 ° intervals.
2 (see FIG. 3). The claw 71 has a shaft hole 7
5 are formed. A pawl pin 74 is inserted in the shaft hole 75. The claw pin 74 is inserted into a claw pin hole 75 formed in the second ring gear 55.

The claw pin 74 is fixed by an annular claw pin stop spring 76 so as not to come off from the claw pin hole 75 (see FIG. 1). The claw 71 is a claw spring 77 that is a coil spring.
The ratchet teeth 62 formed on the inner peripheral surface of the hub body 36 are constantly meshed with the ratchet teeth 62. On the other hand, a clutch release cam 80 is provided on the spline shaft 86 of the hub shaft 10 so as to be movable in the axial direction. Clutch release cam 80
Are constantly urged by the coil spring 81 in the axial direction of the hub shaft 1.

As shown in FIG. 6, a claw contact surface 82 is formed on the side surface of the clutch release cam 80 at an angle θ, which is about 40 ° (contact surface C) in this example. Claw contact surface 8
2, two contact surfaces A, B and C are formed. The angles θ of the contact surfaces A, B, C differ depending on the outer peripheral angular position.
Since the contact surfaces A, B, and C have different inclination angles θ, when the clutch release cam 80 is driven to contact the claw 71, the wedge force varies depending on the contact position.

Therefore, the bell crank mechanism 90 (described later) makes the lever operation smooth when the lever is operated. Further, the claw 71 has an inclined contact surface 78, and when the clutch release cam 80 comes into contact with this contact surface 78, the claw 71 is swung about the claw pin 74, and the claw 71 is moved.
And the ratchet teeth 62 are disengaged.

The clutch release cam 80 has a semi-circular pin hole 83 formed therein, in which the pin 85 is provided with a pin 85.
Since it is inserted through the clutch release cam 80
And the hub axle 10 are integrally connected. The pin 85 is inserted into a key hole 84 pierced in the hub axle 10 in a diameter direction, and can move within the key hole 84 by a predetermined distance. A push rod 86 is provided in the center hole of the hub shaft 10 so as to be movable in the axial direction. After all, the push rod 86 is connected to the clutch release cam 80.

The other end of the push rod 86 is connected to the bell crank mechanism 90. Bell crank mechanism 90
Are driven by the clutch control wire 93. The inner crank 92 of the clutch control wire 93 drives the bell crank 91 to drive the push rod 86. The structure of the bell crank mechanism 90 is well known and will not be described. After all, when the push rod 86 is driven by the clutch control wire 93, the push rod 86 is driven in the axial direction to drive the clutch pawl release cam 80, and the pawl contact surface 82 thereof contacts the contact surface 78 of the pawl 71. The engagement between the pawl 71 and the ratchet tooth 62 is released.

With this release, the electric motor 15 can be disconnected from the drive system, so that the bicycle can be operated like a normal bicycle. On the contrary, when the claw 71 and the ratchet tooth 62 are engaged, the hub body 36 is driven by the ratchet tooth 62.
Is transmitted to the claw 71, and finally drives the armature 19 of the electric motor 15.

As can be understood from the above description, the rotation of the first pinion 30, which is the output of the electric motor 15, is caused by the planetary gear 51, the revolved gear frame 33, and the first inner peripheral teeth 44 which is a fixed ring gear. Form a planetary gear mechanism and form a differential gear mechanism. In other words, this differential gear mechanism constitutes a first reduction mechanism that reduces the rotation of the first pinion 30, which is the output rotation of the electric motor 15.

The output of the first reduction mechanism is output as the rotation of the outer peripheral teeth 53 of the gear frame 33. The decelerated output of the electric motor 15 rotationally drives the second pinion 51. Second
The pinion 51 rotationally drives the second inner peripheral tooth 54 which is a ring gear. The number of teeth of the second pinion 51 is the second
Since the number of teeth of the inner peripheral teeth 54 is smaller than that of the inner teeth 54, the speed is further reduced here. This planetary gear mechanism does not constitute a differential gear mechanism but constitutes a second reduction gear mechanism. The decelerated rotation rotationally drives the hub body 36 via the one-way clutch 60.

(Operation of mechanical portion) Next, the operation of the above-described embodiment will be described. As can be understood from the above description, the first pinion 30 of the output shaft 16 which is the electric motor 15, the planetary gear 31, the revolving rotary arm 33, and the fixed first pinion 30.
The inner peripheral teeth 44 configure a planetary gear mechanism and a differential gear mechanism. In other words, this differential gear mechanism constitutes a first reduction mechanism for reducing the rotation of the first pinion 30, which is the output rotation of the electric motor 15.

The output of the first reduction gear mechanism is output as the rotation of the outer peripheral teeth 53 of the rotary arm 33. The decelerated output of the electric motor 15 rotationally drives the second pinion 51. Second
The pinion 51 drives the second inner peripheral teeth 54 to rotate. Since the number of teeth of the second pinion 51 is smaller than the number of teeth of the second inner peripheral teeth 54, the rotation of the electric motor 15 is further reduced here.

This planetary gear mechanism does not constitute a differential gear mechanism but constitutes a second reduction mechanism. The decelerated rotation rotationally drives the hub body 36 via the one-way clutch 60. The one-way clutch 60 can transmit only the power of the electric motor 15 to the wheels even when the pedal is stopped. When the push rod 86 is driven by the clutch control wire 93, the push rod 86 moves in the axial direction to drive the clutch pawl release cam 80, and the pawl contact surface 82 thereof comes into contact with the contact surface 78 of the pawl 71 and the pawl 71.
And ratchet teeth 62 are disengaged.

By releasing this, the electric motor 15 can be disconnected from the drive system, so that the pedal can be operated like an ordinary bicycle. On the contrary, when the claw 71 and the ratchet tooth 62 are engaged with each other, the drive of the hub body 36 is transmitted from the ratchet tooth 62 to the claw 71, and finally the armature 19 of the electric motor 15 is driven. Then, the braking is generated.

(Torque Sensor 8) FIGS. 7, 8 and 9 are diagrams showing the details of the torque sensor 8. FIG. 7 is a front view of the torque sensor incorporated in the front gear plate, and FIG. 8 is a sectional view taken along line VIII-VIII of FIG.
7B is a cross-sectional view taken along line VIIIb-VIIIb in FIG. 7, FIG. 9A is a cross-sectional view taken along line IXa-IXa in FIG. 7, and FIG. 9B is seen by an arrow IXb in FIG. FIG.

A torque sensor 8 is attached to the front gear plate 6. The front gear plate 6 is composed of a central gear plate 6a located at the center and an outer peripheral gear plate 6b annularly arranged on the outer periphery thereof. A crank mounting hole 102 into which the crank shaft 101 is inserted and fixed is provided at the center of the central gear plate 6a. On the outer periphery of the central gear plate 6a, an annular inner ring outer raceway groove plate 103 and an inner ring inner raceway groove plate 13 are formed from both sides.
0 is sandwiched and fixed by bolts 104.

On the other hand, annular outer ring outer raceway groove plates 105 and outer ring inner raceway groove plates 106 are fixed by bolts 107 to both side surfaces of the innermost circumference of the outer peripheral gear plate 6b. Inner ring inner race groove plate 130 and inner ring outer race groove plate 1 of the central gear plate 6a
A raceway groove for rolling the steel balls is formed on the outer circumference of 03, and a raceway groove for rolling the steel balls 108 is also formed on the peripheral surface of the inner hole of the outer raceway outer raceway groove plate 105 of the outer peripheral gear plate 6b. The steel ball 108 is rolled.

After all, the inner ring inner raceway groove plate 130 and the inner ring outer raceway groove plate 103 of the central gear plate 6a constitute an inner ring, and the outer ring outer raceway groove plate 105 and the outer ring inner raceway groove plate 106 of the outer peripheral gear plate 6b form the outer ring. The steel balls 108 form rolling elements, and the ball bearings are formed as a whole.

At three equiangular positions on the outer periphery of the center gear plate 6, extension parts 110 are integrally formed in the radial direction. L-shaped pressing members 111 are fixed to the three first extension portions 110 with bolts 112. First extension 1
10 is the second in each of the three places so that it is continuous with this.
An extension 131 is provided. The first extension 110 and the second extension 131 are located in the opening 132 formed in the outer peripheral gear plate 6b.

(Pressure receiving spring mechanism 113) Second extension 131
Penetrates through an opening 132 formed in the outer peripheral gear plate 6b and projects toward the right crank 7 side. A pressure receiving spring mechanism 113 is arranged opposite to the pressing member 111 and at an equal angular position of the outer peripheral gear plate 6a. Pressure receiving spring mechanism 113
Is to receive the torque of the pressing member 111 integrated with the inner race outer raceway groove plate 103 driven by the right crank 7 and the left crank (not shown).

As shown in FIG. 9, the fixed portion 116 of the spring receiver 115 is fixed to the outer peripheral gear plate 6b with bolts 117. A cylindrical coil spring 119 is arranged on the outer periphery of the cylindrical portion 118 of the spring receiver 115. Spring receiver 11
A circular guide hole 120, which is a blind hole, is formed at the center of 5. The movable spring receiver 12 is provided in the guide hole 120.
The first guide shaft 122 is inserted and guided slidably.

After all, in the pressure receiving spring mechanism 113, when a torque is generated between the central gear plate 6a and the outer peripheral gear plate 6b, the pressing member 111 serves as the movable spring receiver 121, and the coil spring 11 is provided.
A mechanism for compressing 9 to generate a relative rotational movement, in other words, a mechanism for replacing torque with displacement of the front gear plate 6 in the tangential direction is configured.

(Axial Displacement Conversion Mechanism 150) This tangential displacement is further converted into an axial displacement by the next axial displacement conversion mechanism 150. The second extension 131 penetrates the opening 132 formed in the outer peripheral gear plate 6b and projects toward the right crank 7 side. In the second extension 131,
A slope 133 is formed. The slope 133 forms an angle θ with the surface including the central gear plate 6a. On the other hand, a slide plate 140 is provided on the outer circumference of the outer race inner raceway groove plate 106 so as to be movable in the axial direction thereof as described later.

The outer race inner raceway groove plate 106 has a substantially annular shape and is provided with a collar 136 and a cylindrical portion 137 having a diameter smaller than that of the collar 136. Notches 138 are formed on the outer periphery of the collar 136 at three positions at equal angular positions in the radial direction. Also, Tsuba 1
Nine screw holes for screwing the bolts 107 are formed in 36 (see FIG. 7). A slide plate 140 is inserted into the cylindrical portion 137 of the outer race inner raceway groove plate 106 so as to be movable in the axial direction thereof.

The slide plate 140 is for moving in the axial direction and detecting the torque of the pedal. The slide plate 140 has a substantially annular shape, and has extension portions 141 and a cylindrical portion 143 at three positions at equal angular positions in the radial direction. The cylindrical portion 143 and the extension portion 141 slightly project in the axial direction. The extension 141 is inserted into the notch 138 of the outer race inner raceway groove plate 106 so as to be movable only in the axial direction. Bolts 142 are screwed into the three extension parts 141.

The tip of the bolt 142 is in contact with the slope 133 of the central gear plate 6a. A coil spring 144 is wound around the cylindrical portion 137 of the outer race inner race groove plate 106. Since one end of the coil spring 144 is stopped by the spring stopper 145, the other end of the coil spring 144 pushes the slide plate 140 on the outer race inner raceway groove plate 106 in the axial direction.

Therefore, the tip of the bolt 142 is pushed by the force of the coil spring 144 on the slope 133 of the central gear plate 6a. A measurement plate 146 (not shown in FIG. 7) is provided on the outer periphery of the cylindrical portion 143 of the slide plate 140.
Are fixed with bolts 148. The side surface 147 of the measuring plate 146 is for measuring the amount of movement. The amount of movement of the measuring plate 146 is detected by the sensor 149. This amount of movement is proportional to the torque applied by the pedal.

(Motor Drive and Braking Control Circuit 150) FIG. 10 shows a motor drive and braking control circuit 150 for driving the electric motor 15 and for dynamic braking. A microcomputer and an interface (hereinafter, referred to as a microcomputer) 151 is a central processing unit on a printed circuit board.
It has chips such as a memory and an interface. The detailed structure and function are well known, and the description thereof will be omitted. The triangular wave generation circuit 152 has a frequency of 15 to 2
This is for generating a 0 KHz triangular wave.

The generated triangular wave is output to the comparator 153.
Is input to On the other hand, the comparator 153 has a microcomputer 1
The duty output signal 168 which is an analog signal from 51
Has been issued. The comparator 153 outputs a pulse to the AND gate 154 according to the duty ratio. AN
A regenerative command signal 155 for regenerative braking is input to the D gate 154 from the microcomputer 151.

Comparing the AND gate 154 with the comparator 153
When the pulse output from the microcomputer 151 and the regeneration command signal 155 from the microcomputer 151 are output, the pulse is output to the FET (field effect transistor) driver 156. By applying this pulse output as a reverse bias voltage between the gate and source of the FET 157, the drain current ID is controlled. The drain current ID is the terminal A of the resistor 158 for current detection,
Detected between B.

When the regenerative braking command is issued, the drain current flows and is consumed as heat by the internal resistance according to the duty ratio. When the FET 157 is off, the electric motor 15 supplies the current to the battery 2 by the diode 158.
Will be returned through. When the electric motor 15 is driven to rotate, the motor drive command signal 159 indicates the AND gate 1
It is output to 60.

On the other hand, a pulse is output from the comparator 153 to the AND gate 160 according to the duty ratio. The output of the pulse from the comparator 153 to the AND gate 160 and the electric motor 15 from the microcomputer 151.
When the powering signal 159 for driving the
(Field effect transistor) A pulse is output to the driver 161. By applying this pulse output as a reverse bias voltage between the gate and the source of the FET 162, the drain current 163 is controlled.

When the motor drive command signal 159 is output, the drain current 1 is transferred from the battery 2 to the electric motor 15.
63 flows to rotate the electric motor 15. The solenoid 165 connected to the microcomputer 151 pulls the inner 92 of the clutch control wire 93 that activates the bell crank mechanism 90 when applying regenerative braking to pull O.
This is for actuating N and OFF.

The operational amplifier 166 is for detecting a current flowing through the electric motor 15. The output voltages of the terminals A and B of the resistors described above are connected to the operational amplifier 166. This voltage is amplified and input to the microcomputer 151 as a motor current 167, digitally converted and the magnitude thereof is read. The brake select switch 170 is a switch for braking, and is manually turned on when selecting high or low braking force.

The proximity switch 171 is for determining the vehicle speed, and detects a dog provided on a wheel or the like and detects it as a pulse per unit time. The potentiometer 172 detects the torque detected by the torque sensor 8 described above, that is, the torque applied to the pedal 7.

(Regenerative Braking Operation) The control operation of the motor drive and braking control circuit 150 during braking will be outlined below. Brake select switch 170 is ON
(S1) is an instruction to perform dynamic braking. The number of pulses emitted from the proximity switch 171 is counted in a unit time to obtain the current vehicle speed (S2). The required vehicle speed is
Predetermined set maximum speed Smax (eg 25km / H)
Or not. If the speed is higher than the maximum speed, the design speed of the electric motor 15 is exceeded, and the regenerative brake is not operated without proceeding to any further steps.

If the speed is equal to or lower than the set maximum speed, the speed at which the current vehicle speed and the speed due to the rotational driving of the electric motor 15 are synchronized is calculated, and the duty ratio D corresponding thereto is calculated (S).
4). Then, the powering signal 159 is output (S5).
Therefore, the FET driver 161 outputs and drives the FET 162. Next, the duty output signal 168 corresponding to the duty ratio D is output from the microcomputer 151 (S6).

As a result, from the battery 2 to the electric motor 1
Drain current 163 flows to the electric motor 15 to 0.
It waits until the set speed is reached for 5 seconds (S7). Next, the solenoid 165 is turned on, that is, the current to the solenoid 165 is cut off. Since the push rod 86 is pushed in the axial direction by the coil spring 81 due to the interruption of the current, the claw 71 and the ratchet tooth 62 are engaged with each other.

The engagement between the pawl 71 and the ratchet teeth 62 brings the front wheels into a state of being connected to the drive system of the electric motor 15. That is, when the pawl 71 and the ratchet tooth 62 are engaged, the drive of the hub body 36 is transmitted from the ratchet tooth 62 to the pawl 71, and finally the electric motor 1
As a result, the armature 19 of No. 5 is driven, and it becomes a state in which dynamic braking can be performed (S8).

After this instruction, it waits for a while until the above-mentioned respective mechanisms are in the instructed state (S9). When this time elapses, the rotation speed of the electric motor 15 is controlled to be linear for a fixed time (0.5 seconds in this example) and decelerated. This deceleration is to reduce the acceleration that accompanies the sudden deceleration due to regenerative braking described later. Next, the power running signal 15
9 is turned off and the drive of the electric motor 15 is stopped (S
11).

Next, when the regenerative braking signal 155 is output, the regenerative braking is performed at the duty ratio D according to the speed at which the armature 19 of the electric motor 15 is rotationally driven. The electric motor 15 driven to rotate generates electricity to generate the diode 1
The battery 2 is charged by passing an electric current through the battery 58. As described above, the regenerative braking operation is performed after the electric motor 15 is once activated before the regenerative braking is performed and the rotational speed of the electric motor 15 is increased to the current vehicle speed, so that a shock due to a sudden braking, that is, a negative You can prevent acceleration.

(Constant Speed Braking Operation) The regenerative braking described above was an operation for simply generating and braking. What will be described next is for regenerative braking so that the traveling speed of the bicycle becomes a constant speed. 13 and 14 are flowcharts of constant speed regenerative braking. The regenerative braking described above (Fig. 12
When traveling downhill on a slope in S12), the timer t is first activated when constant speed regenerative braking is selected (S12).
1).

A duty ratio for matching the current vehicle speed of the bicycle with the rotation speed of the electric motor 15 is obtained, and this is output as a duty output signal 168, and waits for 0.5 seconds (S2, S3). After 0.5 seconds, regenerative braking signal 1
55 is output (S4). Next, the state of the switch of the brake select switch 170, that is, whether the state is H or L is read (S5).

Brake select switch 170 is in state H
If is selected, regenerative braking is always performed so that the set speed is 10 km / H. If the brake select switch 170 selects the state L, the set speed of 7 Km / H is always stored in a predetermined memory. Next, the current vehicle speed S of the bicycle is obtained (S9). The vehicle speed S is 1.2 times or less than the set speed (=
(Including) and 0.95 or more (including =) (S10, S11, S13), the previous duty ratio is increased by 0.8% (S13).

When the vehicle speed S is 1.2 times or more (including =) the set speed, the previous duty ratio is increased by 1.7%. When the vehicle speed S is 1.2 times or less (including =) the set speed and 0.8 or less (including =) (S10, S11, S14), the previous duty ratio is 1.7%. Reduce. That is, the speed S of the vehicle body
Is lower than the set speed, so regenerative braking is relaxed (S
16).

When the vehicle speed S is 1.2 times or less (including =) the set speed and 0.95 or less (including =) (S10, S11, S14, S15), the previous duty ratio is set. Is reduced by 0.8 percent. That is, since the speed S of the vehicle body is lower than the set speed, regenerative braking is relaxed (S17). When the above steps are completed, the duty ratio is limited to the range of 0.2 to 99.

After all, the vehicle speed S is set to the set speed of 7 or 1 without limit.
The speed will be controlled so that 0 km / H will be a constant speed. This constant speed control is good when going down a slope or the like.

(Constant Brake Force Control) FIG. 15 is a flowchart showing an outline of the constant force brake control operation. Step S
The operation up to 6 is the same as the constant speed braking operation, and thus the details thereof will be omitted. If the brake select switch 170 selects the state H, the electric current 1 generated by the electric motor 15
Regenerative braking is done to 5 amps. If the brake select switch 170 selects the state L, 20 amperes are stored in a predetermined memory.

Next, the current I of the current electric motor (in this state, the generator) 15 is obtained (S9). The current I is 1.2 times or less (including =) the set speed and 1.05 or more (=
(Including S10), (S10, S11, S13), the previous duty ratio is increased by 0.8% (S1).
3). That is, the current I of the electric motor 15 is reduced by 0.8%, so that the braking force is reduced.

When the current I is 1.2 times or more (including =) the set speed, the previous duty ratio is increased by 1.7%. When the current I is 1.2 times or less (including =) the set speed and 0.8 or less (including =) (S10, S11, S14), the previous duty ratio is 1.7%. Reduce. That is, the electric motor 1
Since the current I generated by 5 is lower than the set current, regenerative braking is relaxed (S16).

When the current I is 1.2 times or less (including =) the set speed and 0.95 or less (including =) (S10, S11, S14, S15), the previous duty ratio is set. Is reduced by 0.8 percent. That is, the current I
Is lower than the set speed, so regenerative braking is relaxed (S
17). When the above steps are completed, the duty ratio is limited to the range of 0.2 to 99.

After all, the electric current of the electric motor 15 is infinitely 2
It will be controlled by a constant braking force so that it becomes 0 ampere or 15 ampere. This constant brake control is good when it is desired to stop by braking with a constant acceleration. Since the acceleration is constant, it can be stopped smoothly. If a manual brake is also used, it can be stopped accurately at a desired position.

(Other Embodiments) In the above embodiment, the electric motor 15 is incorporated in the hub, but it is mounted on a handle stem, a front fork or the like and transmits power by belt drive. Alternatively, it may be arranged at a position other than the above as in the known technique.

[0085]

As described above in detail, the present invention is effective in braking because electric braking is performed by an electric motor. Also,
Since the clutch mechanism is incorporated, the dynamic braking can also be released. Furthermore, the power of the electric motor can be transmitted to the wheels regardless of pedal operation.

[Brief description of drawings]

FIG. 1 is a front view of a bicycle equipped with a braking control device for a powered bicycle according to the present invention.

FIG. 2 is a sectional view of a hub showing an embodiment of the present invention.

3 (a) and 3 (b) are cross-sectional views showing details of a second ring gear.

FIG. 4 is a cross-sectional view showing the engagement between a pawl and a ratchet pawl.

5 (a), (b), and (c) are diagrams showing details of clutch pawls.

6 (a), (b) and (c) are diagrams showing details of a clutch release cam.

FIG. 7 is a front view of a torque sensor incorporated in a front gear plate.

8A is a sectional view taken along line VIII-VIII of FIG. 7, and FIG. 8B is a sectional view taken along line VIIIb-VIIIb of FIG.

9 (a) is a sectional view taken along the line IXa-IXa in FIG. 7, and FIG. 9 (b) is a view as seen from an arrow IXb in FIG.

FIG. 10 shows a motor drive and braking control circuit 150 for driving the electric motor 15 and dynamic braking.

FIG. 11 is a diagram showing an outline of a regenerative braking operation by a motor drive and braking control circuit.

FIG. 12 is a diagram showing an outline of a regenerative braking operation by a motor drive and braking control circuit.

FIG. 13 is a diagram showing an outline of a constant speed regenerative braking operation by a motor drive and braking control circuit.

FIG. 14 is a diagram showing an outline of a constant speed regenerative braking operation by a motor drive and braking control circuit.

FIG. 15 is a diagram showing an outline of constant force regenerative braking operation by a motor drive and braking control circuit.

[Explanation of symbols]

 1 ... Hub shaft 12 ... Motor output shaft 17 ... Gear frame 20 ... First ring gear 15 ... Planetary gear 30 ... Hub body 41 ... Second pinion 50 ... One-way clutch 51 ... Claw 70 ... Clutch release cam

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location B62L 3/00 B62L 3/00 Z F16D 65/34 F16D 65/34

Claims (8)

[Claims] 1. A drive device for a powered bicycle, wherein a rotation output of an output shaft of an electric motor is transmitted to a hub body of a hub of a rear wheel or a front wheel of a bicycle to drive the rear wheel or the front wheel. The electric motor is started until the traveling speed becomes the same as when the bicycle is driven, the vehicle speed of the bicycle is synchronized with the electric motor, and then the electric motor is reversely driven from the wheels to drive the bicycle. A braking method for a powered bicycle, which is characterized by a dynamic braking. 2. A drive device for a powered bicycle, wherein a rotation output of an output shaft of an electric motor is transmitted to a hub body of a hub of a rear wheel or a front wheel of a bicycle to drive the rear wheel or the front wheel. A method for braking a powered bicycle, wherein rotational power from the front wheels is transmitted to the electric motor for power generation braking to bring the bicycle to a constant speed. 3. A drive device for a powered bicycle, wherein a rotational output of an output shaft of an electric motor is transmitted to a hub body of a hub of a rear wheel or a front wheel of a bicycle to drive the rear wheel or the front wheel. A method for braking a powered bicycle, comprising: transmitting rotational power from the front wheels to the electric motor to perform dynamic braking to brake the bicycle with a constant torque. 4. A braking control device for a method of braking a powered bicycle according to claim 1, wherein the traveling speed measuring means for detecting a traveling speed of the bicycle, and the electric motor before the braking of the bicycle. A braking control device for a powered bicycle, comprising: a motor drive and braking control means for activating a motor to rotate the motor in synchronization with the traveling speed. 5. A braking control device for a braking method of a powered bicycle according to claim 2, wherein a traveling speed measuring means for detecting a traveling speed of the bicycle, and a traveling speed of the bicycle are constant speeds. As described above, it comprises a motor drive and braking control means for transmitting the rotational power from the rear wheels or the front wheels to the electric motor to generate and brake the electric motor to keep the traveling speed of the bicycle at a constant speed. A braking control device for a powered bicycle. 6. A braking control device for a braking method for a powered bicycle according to claim 3, wherein the detecting means detects an output torque of the electric motor, and the rotational power from the rear wheel or the front wheel is supplied to the electric motor. A braking control device for a powered bicycle, comprising: a motor drive and braking control means for transmitting a power to a motor to perform dynamic braking to brake the bicycle with a constant force. 7. A drive device for a powered bicycle, wherein a rotational output of an output shaft of an electric motor is transmitted to a hub body of a hub of a rear wheel or a front wheel of a bicycle to drive the rear wheel or the front wheel. The detection means for detecting the output torque includes a front gear plate that drives the rear wheel via a chain, a pressure receiving spring mechanism that receives and displaces the torque of a pedal that drives the front gear plate, and a displacement of the pressure receiving spring mechanism. A braking control device for a powered bicycle, comprising a sensor for detecting the torque. 8. The braking control device for a powered bicycle according to claim 7, further comprising: an axial displacement conversion mechanism that converts displacement of the pressure receiving spring mechanism into displacement of the front gear plate in the axial direction.