JPH11245876A - Human-driven vehicle with auxiliary power - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a constant assist ratio at any of the speed reduction ratios of a speed change mechanism. SOLUTION: A human-driven vehicle with auxiliary power, comprising a human drive system wherein human driving forces are supplied to a driving wheel 17 via a transmission capable of changing speed ratio and a power drive system wherein auxiliary power from an electric motor 22 is supplied to the driving wheel 17 in a different system from the human drive system, includes a torque detection mechanism 50 detecting the human driving torque of the human drive system, a switching dial 80 switching the speed stages of the transmission, reed switches detecting the speed stage of the switching dial 80, and a control part 130 controlling the output of the electric motor 22 according to the human driving toque and the speed stage.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention provides a human-powered drive system for supplying human-powered drive torque to wheels by a human power, and a power-drive system for supplying auxiliary power from an auxiliary power unit to wheels. The present invention relates to a human-powered traveling vehicle with auxiliary power in which the output of the auxiliary power device is controlled in accordance with the vehicle speed.

[0002]

2. Description of the Related Art As this type of human-powered traveling vehicle with an auxiliary power, a bicycle with an auxiliary power that is generally driven by a combined force of a human-powered driving system using a treading force and a power driving system using an electric motor is well known. In this auxiliary powered bicycle, the driver steps on the pedal to apply propulsion to the rear wheel, which is the driving wheel,
For example, when the load on the pedaling force is increased by traveling on an uphill or the like, the output of the electric motor is increased to reduce the load on the pedaling force.

[0003] At this time, the magnitude of the input of the human-powered drive system is detected by the pedal effort torque at which the driver depresses the pedal, and when the pedal effort torque is large, the assisting force of the electric motor is increased. Further, the assisting force of the electric motor is set to have a predetermined ratio to the pedaling force torque.

[0004] Incidentally, even with such an auxiliary powered bicycle, if the speed ratio of the power transmission system is fixed, depending on various conditions such as road conditions or the physical condition of the driver, there are some problems.
It may be difficult to provide an appropriate driving force.

As a method for solving this problem, a known transmission is provided on the downstream side (drive wheel side) of the human-powered drive system with respect to the combined point of the human-powered drive system and the power drive system. ) Can be considered.

According to the former system in which the transmission is provided downstream of the resultant point, both the stepping force of the manual drive system and the assisting force of the power drive system are transmitted through the transmission even when the gear position of the transmission is switched. Thus, the ratio (assist ratio) of the drive wheel output torque of the power drive system to the drive wheel output torque of the manual drive system acting on the drive wheels does not change. Therefore,
Even if the gear position of the transmission changes, only the vehicle speed changes and the assist ratio does not change, so that no inconvenience occurs.

On the other hand, in the latter system in which the transmission is provided upstream of the resultant point, the transmission is provided with a pedal force torque detecting mechanism for detecting a pedal force torque in a power transmission path of a human drive system, Since it is incorporated between the drive system and the resultant point of the power drive system, there occurs a problem that the assist ratio fluctuates by switching the gear position of the transmission. That is, since the drive wheel output torque of the power drive system is determined by the magnitude of the pedaling force torque before being affected by the speed ratio of the transmission, it does not fluctuate even when the transmission is switched. Since the transmission is interposed in the power transmission path of the manual drive system, the drive wheel output torque fluctuates due to switching of the transmission, and the assist ratio fluctuates accordingly.

For example, when the transmission is switched from a low speed stage (high speed ratio) to a high speed stage (low speed ratio), power is transmitted to the drive wheels as a separate system from a human drive system and a power drive system. Therefore, for the same pedaling force torque, the drive wheel output torque of the manual drive system acting on the drive wheels decreases, while the drive wheel output torque of the power drive system does not change. For this reason, the assist ratio at the resultant point increases.

Conversely, when the transmission is switched from a high speed stage (small reduction ratio) to a low speed stage (high reduction ratio), the output torque of the driving wheel of the human-powered driving system acting on the driving wheels for the same pedaling torque is obtained. Increases, while the output torque of the drive wheels of the power drive system does not change. For this reason, the assist ratio at the resultant point becomes small.

As described above, according to the gear position of the transmission, the assist ratio, which is the ratio of the drive wheel output torque of the power drive system to the drive wheel output torque of the human power drive system acting on the drive wheel serving as the resultant point, It is fluctuated by switching the gear position of the transmission.

[0011]

However, there is a restriction that this assist ratio must be within a specified value (1: 1). To satisfy this restriction, the assist ratio at the lowest speed of the transmission is required. Must be within the specified value. For this reason, in the high-speed gear, the assist ratio becomes smaller than in the low-speed gear, and there arises a problem that sufficient assistance cannot be performed.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide a human-powered vehicle with auxiliary power that can obtain a constant assist ratio at any reduction ratio of a transmission mechanism. And

[0013]

According to the present invention, there is provided a human-powered traveling vehicle with auxiliary power, a human-powered driving system in which driving power by human power is supplied to wheels via a transmission having a variable speed ratio, and an auxiliary power unit. A power drive system in which power is supplied to wheels as a system separate from the human drive system, a torque detecting means for detecting a human drive torque of the human drive system, Switching means for switching gears; gear position detecting means for detecting the gear position of the transmission; and an auxiliary power device based on the manual driving torque detected by the torque detecting means and the gear position detected by the gear position detecting means. And control means for controlling the output of

With such a configuration, the output of the auxiliary power unit is controlled using not only the manual driving torque detected by the torque detecting means but also the shift speed detected by the shift speed detecting means. Therefore, control suitable for each gear position is performed.

The control means calculates an output target of the auxiliary power unit based on the manual drive torque detected by the torque detection means and the speed ratio of the shift speed detected by the shift speed detection means. The control is performed so that the target and the output of the auxiliary power unit coincide with each other.

Further, the control means has a plurality of conversion tables in which the output target of the auxiliary power unit corresponds to the manual driving torque, and based on the gear position detected by the gear position detecting means,
A corresponding conversion table is selected from the plurality of conversion tables, and based on the conversion table, an output target of the corresponding auxiliary power unit is determined from the human-powered driving torque detected by the torque detecting means, and the output target and The control is performed so that the output of the auxiliary power unit matches.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG.
The details will be described below with reference to FIG. Hereinafter, a case will be described in which the present invention is applied to a two-wheeled bicycle 1 having the rear wheel 17 as a driving wheel as a human-powered vehicle. The direction in which the bicycle 1 advances when the pedal 45 is rowed is defined as the forward direction.
In the right and left directions toward the front of the traveling direction. (First Embodiment) First, the configuration of the entire bicycle 1 will be described below.

As shown in FIG. 1, the bicycle 1 has a front wheel 16 and a handle 14 at the front of a frame 11 and a rear wheel 17 at the rear as a driving wheel. The handle 14 is provided with a switching dial 80 as switching means for switching the gear position of the transmission 70 (see FIG. 8).

At substantially the center of the frame 11, a seat tube 12 having a saddle 13 at the upper end is provided. At the lower end of the seat tube 12, a bottom bracket 15 pivotally supporting the pedal mechanism 4 is provided, as shown in FIG. Have been.

The pedal mechanism 4 includes a crankshaft 40 pivotally supported by the bottom bracket 15 as shown in FIGS.
And a crank arm 44 fixed to both ends of the crankshaft 40, a pedal 45 pivotally supported at the tip of the crankarm 44, and a sprocket that is rotatably fitted to the right end of the crankshaft 40. 5 is provided.

That is, at both ends (only the right end side is shown) of the crankshaft 40, a square shaft 41 that fits into the crank arm 44 protrudes, and the square shaft 41 is formed at the base end of the crank arm 44. The crank arm 44 and the crank shaft 40 are fixed by fitting the formed square hole 46 and screwing a retaining screw 49 into a screw hole on the square shaft 41 via a washer 49a.

A mounting plate 47 is fixed to the base end of the crank arm 44, and a pressing piece 48 is protrudingly provided near the outer periphery of a surface of the mounting plate 47 facing the driving wheel 5 side. . A receiving piece 55 protrudes from the rib piece 52 of the driving wheel 5 at a position facing the pressing piece 48, and a core 56 made of a magnetostrictive material is arranged between the receiving piece 55 and the pressing piece 48. I have.

The rear wheel 17 is rotatably attached to the rear end of the frame 11 via a transmission 70 (see FIG. 8). A driven wheel 76 composed of a sprocket is attached to the transmission 70.

The driving wheel 5 and the driven wheel 7
6, an endless chain 75 is stretched.
5. Rear wheel 17 via driven wheel 76 and transmission 70
Is transmitted to

The driving wheel 5 comprises a spur tooth portion 51 provided on the outer periphery, a hub ring 54 provided on the inner periphery, and five rib pieces 52 connecting them. A rotating circuit 200 (see FIG. 6) is disposed on a side surface of the driving wheel 5 on the bottom bracket 15 side.

The outer diameter of the rear wheel 17 is formed smaller than the outer diameter of the front wheel 16, as shown in FIG. Frame 1
1 is provided with an auxiliary power unit 2 for assisting the driving force by human power between the seat tube 12 and the rear wheel 17. The auxiliary power unit 2 includes an electric motor 22 as an auxiliary power device, and a power transmission mechanism 3 that reduces the speed of rotation and transmits the rotation to the rear wheel 17.

That is, as shown in FIGS. 2 and 3, a base plate 24 is fixed to the frame 11 by the fixing member 21, and a fixed circuit 100 (see FIG. 6) is disposed on the upper surface of the base plate 24. ing.

The electric motor 22 is disposed on the right side of the side wall of the base plate 24. On the left side, a driving pulley 31 fixed to the output shaft 23 of the electric motor 22 is disposed, and a first driven pulley 33 is supported. ing. A belt 3 is provided between the driving pulley 31 and the first driven pulley 33.
2 is stretched.

At the side of the first driven pulley 33, its first
A second driven pulley 35 which is coaxial with the driven pulley 33 and has a smaller diameter than the first driven pulley 33 is fixed, and a third driven pulley having substantially the same diameter as the rim 74 is provided on the left side of the rim 74 of the rear wheel 17. The pulley 37 is integrally formed. A belt 3 is provided between the second driven pulley 35 and the third driven pulley 37.
6 is installed.

The rotation of the electric motor 22 is transmitted from the driving pulley 31 rotating integrally with the output shaft 23 of the electric motor 22 to the first driven pulley 33 via the belt 32 and the second driven pulley 35 to the belt 36. Through the third driven pulley 37. Thus, the electric motor 22
Via the power transmission mechanism 3, the rear wheels 17 can be driven at a reduced speed at a predetermined speed ratio. At this time, the output of the electric motor 22 is controlled by the control unit 130 (see FIG. 6) based on the detected torque signal from the torque detection mechanism 50 shown in FIGS.

A battery 26 serving as a power supply for the electric motor 22 is attached to the seat tube 12.
Next, the torque detection mechanism 50 will be described below.

As shown in FIGS. 4 and 5, the driving wheel 5 has a ring core 43 having a U-shaped cross section having an opening toward the bottom bracket 15 on the bottom bracket 15 side of the hub ring 54. Rotary coil 2 wound along the direction of rotation of wheel 5
01 is arranged.

A ring core 42 having a U-shaped cross section having an opening toward the rotary coil 201 is provided at a position of the bottom bracket 15 facing the rotary coil 201, and the ring core 42 is provided in the ring core 42 in the rotation direction of the driving wheel 5. The fixed coil 101 wound along the rotating coil 20
1 are arranged close to each other in a plane parallel to 1. In this manner, the ring cores 42 and 43 having a U-shaped cross section are arranged so that the respective openings face each other, and a closed magnetic path is formed therebetween.

The rib pieces 52 of the driving wheel 5 include
A receiving piece 55 is provided to protrude so as to face the pressing piece 48. A rotation-side circuit 200 (see FIG. 6) is bridged between the rib piece 52 on which the receiving piece 55 protrudes and the rib piece 52 adjacent thereto.

The pushing piece 48 and the receiving piece 55 are connected via a columnar core 56 made of a magnetostrictive material, whereby the crankshaft 40 and the driving wheel 5 can rotate integrally. A coil 57 is wound around the outer periphery of the core 56 to form an inductor.

Next, the fixed side circuit 100 and the rotating side circuit 20
The configuration of the torque detection circuit consisting of 0 will be described below. As shown in FIG. 6, in the torque detection circuit, an LC oscillation circuit 113 is provided in the fixed side circuit 100, and the fixed coil 1
The torque applied to the driving wheel 5 is measured by changing the inductance seen from the 01 side according to the torque applied to the driving wheel 5 and measuring the oscillation frequency of the LC oscillation circuit 113 at this time.

Receiving piece 55 fixed to driving wheel 5
As shown in FIG. 4, the pressing piece 48 of the mounting plate 47 fixed to the crankshaft 40 via the crank arm 44 is connected via a cylindrical core 56 made of a magnetostrictive material. Core 56 and coil 5 wound therearound
7 and the rotating coil 201 constitute a rotation-side circuit 200.

The fixed-side circuit 100 includes a rotating coil 2
01, a fixed coil 101, an LC oscillation circuit 113 for changing the oscillation frequency according to the inductance of the fixed coil 101, and the LC oscillation circuit 113
Frequency measuring circuit 120 for measuring the oscillation frequency of the signal oscillated from the controller, and a control unit 130 for controlling the driving force of the electric motor 22 according to the measurement result of the frequency measuring circuit 120
And a DC power supply 103.

The LC oscillation circuit 113 includes the fixed coil 101
The oscillation frequency changes according to the inductance as seen from the viewpoint. The inductance seen from the fixed coil 101 is
The self-inductance of the fixed coil 101, the self-inductance of the rotating coil 201, the mutual inductance of the fixed coil 101 and the rotating coil 201,
Is determined by the self inductance.

When a large load is applied to the driving wheel 5 at the time of starting, accelerating, climbing a hill or the like of the bicycle 1, this load causes the magnetostrictive material provided between the crankshaft 40 and the driving wheel 5 to be removed. When a compressive force is applied to the core 56, the magnetic flux passing through the core 56 changes, and the inductance of the coil 57 changes. As a result, the inductance as viewed from the fixed coil 101 changes, so that the LC oscillation circuit 11
The oscillation frequency of No. 3 changes. This oscillation frequency is measured by the frequency measurement circuit 120, and the measured value is
Is input to

The control unit 130 applies a voltage to the driving wheel 5 based on a relationship between a measured value corresponding to the oscillation frequency of the LC oscillation circuit 113 stored in a built-in memory (not shown) and a torque applied to the driving wheel 5. The torque is calculated.

Next, the configuration of the internal three-speed transmission mechanism mounted on the bicycle 1 will be described below. As shown in FIGS. 7 and 8, this transmission mechanism includes a switching dial 80 attached to the handle 14, a rotating lever 90 connected to the switching dial 80 via a wire 86, and a transmission 70. The shift dial 80 is provided with a shift speed detecting mechanism for detecting a shift speed.

As shown in FIG. 8, the transmission 70 has a shaft portion 72 fixed to the rear end of the frame 11, a hub unit 71 fixed to the rear wheel 17, and a mounting portion 77 to which a driven wheel 76 is mounted. It is composed of This mounting part 77
Has a one-way clutch (not shown) interposed between the shaft unit 72 and a plurality of planetary gears (not shown) interposed between the hub unit 71 and the like. A hole penetrating into the hub unit 71 is provided at the left end of the shaft portion 72, and a pin 73 is urged outward and protrudes from this hole. By changing the amount of projection of the pin 73, the planetary gear provided between the mounting portion 77 and the hub unit 71 is switched, and the driven wheel 76
The speed ratio of the human-powered driving force transmitted to the rear wheel 17 from the vehicle changes.

As shown in FIG. 7A, the switching dial 80 is provided with a fixing ring 83 fixed to the right handle 14.
And a rotating ring 81 rotatably provided along the fixed ring 83.

As shown in FIG. 7B, a first reed switch 84a corresponding to the high-speed stage is provided on the fixed ring 83.
A second reed switch 84b corresponding to the middle speed stage and a third reed switch 84c corresponding to the low speed stage are embedded at equal intervals, and the output terminals thereof are connected to the control unit 130 of the fixed side circuit 100.
It is connected to the. The rotating ring 81 includes a fixed ring 83
First to third reed switches 84 a to 84 buried in
A magnet 82 is embedded at a position facing 4c, and one end of a wire 86 is fixed.

Therefore, the rotating ring 8 of the switching dial 80
The wire 86 is pulled by rotating the wire 1 in the direction of the arrow (low-speed step), and loosened by rotating the wire 1 in the direction opposite to the arrow (the high-speed step).

The wire 86 passes through a tube 85 provided along the frame 11 and passes through the tube 1.
1 and the other end of the wire 86
As shown in FIG. 2, the cover 95 (see FIG. 2) is fixed to one end of an L-shaped rotating lever 90 attached to the rear end of the frame 11 inside the cover 95 (see FIG. 2). This rotating lever 90
It is pivotally supported by the frame 11 at a pivot point 91 located near the L-shaped apex. The other end of the rotating lever 90 has a pin 73 projecting from the left end of the shaft 72 of the transmission 70.
Is disposed at a position facing the tip of the.

Therefore, when the wire 86 is pulled,
The pivot lever 90 pivots around the pivot fulcrum 91 in the direction opposite to the arrow to push the pin 73, and when it is loosened in the opposite direction, pivots in the direction of the arrow due to the urging force of the pin 73.

In the speed change mechanism having such a configuration, when the switching dial 80 is set to the high speed stage as shown in FIG. 7, the magnet 82 of the rotating ring 81 is opposed to the first reed switch 84a of the fixed ring 83. And only the first reed switch 84a is in the ON state. At this time, the pin 73 of the transmission 70 has the largest amount of protrusion as shown in FIG. 8, and the speed of the transmission 70 is set to the high speed.

When the rotating ring 81 of the switching dial 80 is rotated in the direction of the arrow from this state to the state shown in FIG. 9, the magnet 82 of the rotating ring 81
And the second reed switch 84b is turned on while the first reed switch 84a is turned off. At this time, the wire 86 is pulled by the rotation of the rotation ring 81, and the rotation lever 90 rotates around the rotation fulcrum 91 in the direction opposite to the arrow from the state shown in FIG. Side, and the state shown in FIG. 10 is obtained. As a result, the transmission 7
The 0 speed shifts from the high speed to the middle speed.

When the rotary ring 81 of the switching dial 80 is further rotated in the direction of the arrow to the state shown in FIG. 11, the second reed switch 84b is turned off and the third reed switch 84c is turned on. At this time, FIG.
From the state shown in FIG. 0, the pin 73 is further pushed into the shaft portion 72 side, and the state shown in FIG. 12 is reached, and the speed stage of the transmission 70 switches from the middle speed stage to the low speed stage.

Conversely, the rotating ring 81 of the switching dial 80
Is rotated in the direction opposite to the direction of the arrow, the wire 86
The rotation lever 90 and the pin 73 are both
Since the urging force of the pin 73 switches from the high speed stage to the middle speed stage and from the middle speed stage to the state corresponding to the low speed stage, the gear stage of the transmission 70 switches accordingly.

The reed switches 48a, 48a,
The on / off states of 8b and 48d are transmitted to the control unit 130 via the lead wires. Thus, the control unit 130 detects the gear position.

Next, the control system of the bicycle with auxiliary power will be described below. The control unit 130 is constituted by a microcomputer, and FIG. 13 is a block diagram showing functions executed by the software.

As shown in the figure, the control unit 130 stores a value corresponding to the pedaling torque acting on the pedal mechanism 4 by the torque detecting mechanism 50 in the frequency measuring circuit 120 (see FIG. 6).
Is entered from

The controller 130 calculates the pedaling torque based on the relationship between the value input from the frequency measuring circuit 120 and stored in a built-in memory (not shown) and the pedaling torque (step S1).

The control unit 130 includes the switching dial 8
The on / off state of the first to third reed switches 48a to 48c is input, and the shift speed is detected based on the on / off state of the first to third reed switches 48a to 48c. (Step S2).

Then, the control unit 130 selects a corresponding conversion table from the motor current target value conversion tables corresponding to each of the high speed, middle speed and low speed stages stored in the built-in memory (step S3). ). In each conversion table, a current value which is an output target of the electric motor 22 corresponds to the pedaling force torque.

For example, assuming that the speed ratio of the transmission 70 in the high speed stage is 1.25, the speed ratio in the middle speed stage is 1, and the speed ratio in the low speed stage is 0.75, the same pedaling torque is obtained.
The output target value of the electric motor 22 is 1.25 times the value based on the conversion table for the middle speed stage, 0.75 times the conversion table for the high speed stage, and 0.75 times the value based on the conversion table for the low speed stage. What is necessary is just to be set so that. As a result, even if the gear position of the transmission 70 is switched and the speed ratio of the human power transmission mechanism in the human power drive system changes, if the conversion table is switched according to the gear position, the manual drive for driving the rear wheels 16 is performed. The ratio of the output torques of both drive wheels of the system and the power drive system becomes constant.

Then, based on the selected conversion table, the output target of the electric motor 22 is determined from the calculated pedaling torque (step S4), and the value is set to the electric motor 2 value.
2 is input to the second motor driver 22a. The motor driver 22a supplies a current to the electric motor 22 from the battery 24 based on the value to drive the electric motor 22.

The current supplied to the electric motor 22 is detected by the current detection circuit 22b, and the current value is fed back to the adder of the control unit 130 (step S5). Then, a difference between the actual current value and the output target is supplied from the adder to the driver 22a, and a current is supplied to the electric motor 22 based on the difference.

Therefore, by repeating these series of processes, control is performed so that the actual current value matches the output target. Note that the output target of the electric motor 22 is updated every predetermined time.

According to the present embodiment, since the reed switches 48a to 48c for detecting the shift speed are provided on the changeover dial 80 for switching the shift speed, the output of the electric motor 22 is determined based on the detected shift speed and the pedaling torque. Can be controlled. As a result, a constant assist ratio can be obtained at any shift speed of the transmission 70, and a desired running feeling can be obtained.

In this embodiment, the assist ratio is controlled to be constant by switching between the high speed, medium speed and low speed conversion tables in accordance with the detected shift speed. Alternatively, the output target of the electric motor 22 may be calculated from the pedaling torque. (Second Embodiment) In the first embodiment, the gear position detection mechanism is provided on the switching dial 80 side, but in this embodiment, the gear position detection mechanism is provided on the transmission 70 side. The case will be described. Therefore, the following description will focus on the transmission 70 and its gear position detection mechanism. still,
The same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

The transmission 70 in this embodiment is provided with a gear position detecting mechanism as shown in FIG.
The gear position detecting mechanism includes first and second photoelectric switches 94a and 94b arranged along the displacement direction of a pin 73 protruding from the left end of the shaft portion 72 of the gear position 70, and a photoelectric switch 94a from the tip of the pin 73. , 94b, and a light-shielding plate 93 attached to the tip of the sensor rod 92.

In such a configuration, the rotating lever 90
Is located at a position corresponding to the high-speed stage as shown in FIG. 14, the light shielding plate 93 at the tip of the sensor rod 92 is located outside the first and second photoelectric switches 94a and 94b. Switches 94a and 94b are both off.

In this state, when the wire 86 is pulled by operating the speed change mechanism such as the change dial 80 shown in the first embodiment, as shown in FIG. And the pin 73 of the transmission 70 is pushed into the hub unit 71 side. As a result, the speed stage of the transmission 70 is switched from the high speed stage to the middle speed stage.

At this time, the light-shielding plate 93 at the tip of the sensor rod 92 is at a position where the first photoelectric switch 94a is shut off, whereby the first photoelectric switch 94a is turned on.
Further, when the wire 86 is pulled by operating the switching mechanism from this state, the pin 73 of the transmission 70 is further pushed into the hub unit 71 side by the rotating lever 90 as shown in FIG. Thereby, the transmission 7
The 0 speed shifts from the middle speed to the low speed.

At this time, the light shielding plate 93 at the tip of the sensor rod 92 is at a position where the second photoelectric switch 94b is shut off, so that the first photoelectric switch 94a is turned off and the second photoelectric switch 94b is turned off. Turn on.

Conversely, when the gear changeover mechanism is operated in the direction in which the wire 86 is loosened, both the rotating lever 90 and the pin 73 are moved from the high gear to the middle gear by the urging force of the pin 73.
Since the gear shifts from the middle gear to the lower gear, the gear of the transmission 70 switches accordingly.

The on / off state of the first and second photoelectric switches 94a and 94b is transmitted to the control unit 130 via a lead wire, and the control unit 130 detects the shift speed. Become.

Thereafter, in the control unit 130, the same processing as that described in the first embodiment is performed. According to the present embodiment, the photoelectric switches 94a and 94b for detecting the gear position on the transmission 70 side and the light shielding plate 9
Since the sensor rod 92 provided with the third gear 3 is provided, even if the gear shift means does not properly correspond to the actual gear due to a malfunction of the gear shift mechanism, the electric motor is determined based on the actual gear. 22 can be controlled, so that reliability and safety can be improved.

In the present embodiment, the photoelectric switch 73 is used as the gear position detecting mechanism. However, the present invention is not limited to this. For example, a reed switch or the like may be used.

In the present embodiment, the transmission 7
Although the shift stage of 0 is detected based on the position of the pin 73 projecting outward, the shift stage may be detected from the state of the planetary gears in the hub unit 71 without being limited to this.

In each of the above-described embodiments, a high-speed, medium-speed, and low-speed internal three-speed transmission mechanism is used. However, the present invention is not limited to this. For example, a four-speed or five-speed transmission mechanism may be used. Alternatively, an external transmission mechanism may be used.

In each of the above embodiments,
The case where the rear wheel 17 which is the driving wheel is driven by the manual driving force by the treading force and the power driving force from the electric motor 22 has been described. It can also be configured separately from power drive wheels driven by a power device. For example,
In the case of a two-wheeled bicycle, the rear wheels may be manually driven wheels and the front wheels may be power driven wheels.

In each of the above embodiments,
Although a two-wheeled bicycle having the rear wheel 17 as a driving wheel is used as a human-powered vehicle, the invention can also be applied to a front-wheel-drive bicycle and other human-powered vehicles.

[0078]

According to the present invention, since the transmission or the shift means for switching the shift speed thereof is provided with the shift speed detecting means for detecting the shift speed, the auxiliary power is determined by the detected shift speed and the manual driving torque. The output of the device can be controlled. As a result, a constant assist ratio can be obtained at any shift speed of the transmission, and a desired running feeling can be obtained.

[Brief description of the drawings]

FIG. 1 is a side view illustrating a bicycle with auxiliary power according to a first embodiment.

FIG. 2 is a perspective view of the driving mechanism of the bicycle with auxiliary power in FIG.

FIG. 3 is a plan view of the driving mechanism of the bicycle with auxiliary power in FIG. 1 as viewed from above.

FIG. 4 is an exploded perspective view showing a pedal mechanism in the bicycle with auxiliary power in FIG. 1;

5 is a sectional view of the pedal mechanism taken along line AA of FIG. 4;

6 is a block diagram illustrating a configuration of a torque detection circuit mounted on the bicycle with auxiliary power in FIG.

FIG. 7 is a cross-sectional view illustrating a switching dial set to a high speed stage.

FIG. 8 is a top view illustrating a transmission set to a high speed stage.

FIG. 9 is a sectional view showing a switching dial set to a middle speed stage.

FIG. 10 is a top view illustrating a transmission set to a middle speed.

FIG. 11 is a cross-sectional view illustrating a switching dial set to a low speed stage.

FIG. 12 is a top view illustrating a transmission set to a low gear.

FIG. 13 is a block diagram showing a control system.

FIG. 14 is a cross-sectional view illustrating a transmission set to a high gear in the second embodiment of the present invention.

FIG. 15 is a cross-sectional view illustrating a transmission set to a middle speed.

FIG. 16 is a cross-sectional view illustrating a transmission set to a low gear.

[Explanation of symbols]

 11: frame 16: front wheel 17: rear wheel 22: electric motor 24: battery 3: power transmission mechanism 5: driving wheel 50: torque detection mechanism 70: transmission 71: hub unit 72: shaft 73: pin 76: driven wheel 80: Switching dial 81: Rotating ring 83: Fixed ring 82: Magnet 84: Reed switch 86: Wire 90: Rotating lever

Claims (3)

[Claims] 1. A human-powered driving system in which driving power by human power is supplied to wheels via a transmission having a variable speed ratio, and an auxiliary power from an auxiliary power unit is supplied to wheels as a system different from the human-powered driving system. A power drive system with auxiliary power, comprising: a torque detection unit that detects a manual drive torque of the human drive system; and a switching unit that switches a gear position of the transmission.
A shift speed detecting means for detecting a shift speed of the transmission, and an output of the auxiliary power device based on a manual drive torque detected by the torque detecting device and a shift speed detected by the shift speed detecting device. And a control means for controlling the vehicle. 2. The control means calculates an output target of the auxiliary power unit based on a human-powered driving torque detected by the torque detecting means and a speed ratio of a gear position detected by the gear position detecting means. 2. The human-powered traveling vehicle with auxiliary power according to claim 1, wherein the output target and the output of the auxiliary power device are controlled so as to match each other. 3. The control means includes a plurality of conversion tables in which an output target of the auxiliary power device corresponds to the human-powered driving torque, and based on a shift speed detected by the shift speed detecting means,
A corresponding conversion table is selected from the plurality of conversion tables, and based on the conversion table, a corresponding output target of the auxiliary power unit is determined from human-powered driving torque, and the output target and the output of the auxiliary power unit are determined. 2. The human-powered traveling vehicle with auxiliary power according to claim 1, wherein the vehicle is controlled so that the vehicle speed and the vehicle speed coincide with each other.