JPS6044191B2 - Vehicle speed control method and device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle speed control device that detects a vehicle speed desired by a driver from the rotational state of a foot pedal and controls engine output based on the detected vehicle speed.

2. Description of the Related Art Conventionally, two-wheeled vehicles have been known that are equipped with a foot pedal and an engine, and use both foot pedal and engine running.

In this case, the foot pedal was only used temporarily when the engine broke down or when starting the engine. In other words, the foot pedal operated completely independently of the increase or decrease in engine output. Therefore, an independent control means is required to control the increase/decrease in engine output. Normally, this control means is equipped with a throttle lever installed on the handle, a carburetor installed on the engine, and wires that connect these, but in addition to operating the steering wheel and brakes, such engine control operations must also be performed. First, the manual operation is complicated, and improvements in operability have been desired. The present invention has been made in view of the above circumstances, and a first object thereof is to improve operability by using the foot pedal, which is itself a driving means, also for engine control.

This invention also compares the actual vehicle speed with the driver's desired vehicle speed, which is set higher than the actual vehicle speed determined by the rotational speed of the foot pedal, and controls the engine output based on the comparison result. The second purpose is to use the output as an auxiliary force for driving the wheels, and to reduce the stepping force applied to the foot pedal while making use of the feeling of self-driving driving similar to that of an automobile. The present invention will be explained in detail below based on the drawings. Fig. 1 is a side view showing an embodiment in which the present invention is applied to a bicycle with an engine, Figs. 2 and 3 are a plan view and a side view showing how the carburetor used in the engine is installed, and Fig. 4 is the same. FIG.

First, the external configuration of this embodiment will be explained based on these figures. In FIG. 1, numeral 1 is a known frame,
This frame 1 includes a head vibe 2, an upper vibe 3, a lower vibe 5, a chainstay 6, and a back fork 7.
and a hanger lug 8 that pivotally supports the crankshaft. 9 is a rear wheel, which is connected to the chainstay 6 and the bar. It is held at the rear end connection part of the fork 7.

10 is a front wheel, 11 is a front fork that holds this front wheel, and this front fork 11 is rotatably held by the head vibe 2.

A handle 12 is coupled to the front fork 11. 13 is a loading platform held by the back fork 7, and a fuel tank 14 is fixed to this loading platform 13.

Reference numeral 15 denotes a pair of left and right pedal cranks, which are fixed to a crankshaft (not shown) which is pivotally supported by the hanger lug 8, and a pedal 16 is rotatably provided at the rotation end thereof.

The right pedal crank 15 is integrally provided with a large gear 17 as shown in FIG.
A chain 20 is wound between it and 7. The large gear 17, freewheel 18 and chain 20 are covered by a chain case 21 as shown in FIG. At this wheel, the driver presses the left and right pedals 16.
If the large gear 17 is rotated counterclockwise in FIGS. 1 and 12 by alternately depressing the wheels, the rear wheel 9 is also rotated in the same direction via the chain 20 and the freewheel 18.

In other words, it constitutes a first driving means during foot running. Next, the second drive means for engine running will be explained.

In FIG. 1, 22 is a bracket fixed to the lower vibe 4 and extending downward from the hanger lug 8. As shown in FIG. A pivot 2 is provided at the lower end of this bracket 22 so that the engine 23 can be tilted forward and swing freely in the front and rear directions.
It is held by 4. A small diameter drive pulley 26 is fixed to the crankshaft 25 of the engine 23.
One end of a coil spring 27 is locked to the upper end of this engine 23, and the other end of this coil spring 27 is connected to the bracket 2.
It is locked to 2. This coil spring 27 is connected to the engine 2
3 is biased to rotate clockwise in FIG. Reference numeral 28 denotes a carburetor, which is held behind the hangar plug 8 and between a pair of left and right chainstays 6.

Figures 2 and 3 show this installation state. As is clear from these figures, a bridge 29 is fixed between the left and right chainstays 6. This bridge 29 has a substantially horseshoe-shaped notch 30, in which the carburetor 28 is held so as to sandwich this bridge 29 from above and below. That is, a step motor 31 is connected to the upper end of the carburetor 28, and the bridge 29 is held between the flange portion 32 formed at the connection portion thereof. This carburetor 28 is of a piston type, as shown in the longitudinal cross-sectional view of FIG. ,
This jet needle 36 controls the flow rate of fuel sucked out from the float chamber 37 into the intake passage 33. The throttle valve 35 includes a cylindrical body 3 that has a female thread formed on its inner surface and is open at the top.
8 is fixed. The cylindrical body 38 is restricted from rotating in its axial direction, and can move only in the vertical direction integrally with the throttle valve 35. A male thread 39 is screwed into the inner surface of this cylinder 38 from above, and this male thread 39
A motor shaft 40 of the step motor 31 is inserted into the upper end and fixed with adhesive. Note that the downstream side of the intake passage 33 and an intake port (not shown) of the engine 23 are connected through a flexible pipe. Also, this step motor 31
adopts a well-known two-phase excitation drive system and has a four-phase stator winding. Now, when the step motor 31 rotates, the cylindrical body 38 and the throttle valve 35 move up and down according to the direction of rotation.
The opening degree of the throttle valve 35 changes.

As will be described later, the rotation of the step motor 31 is controlled based on the driver's desired vehicle speed detected from the movement of the pedal 16 so that the actual vehicle speed approaches the desired vehicle speed. In FIG. 1, reference numeral 41 denotes a bracket fixed to the left chainstay 6 so as to be located behind the bridge 29.

A support arm 42 extending obliquely rearward is supported on the bracket 41 by a pivot 43 so as to be swingable in the front-rear direction. A friction roller 44 and a driven pulley 45 are held coaxially at the lower end of the support arm 42, and the friction roller 44 comes into contact with and separates from the outer periphery of the tire 9a of the rear wheel 9 by operating a control lever to be described later. The driven pulley 45 has a built-in centrifugal clutch (not shown). This centrifugal clutch includes a first centrifugal clutch that transmits the rotation of the rear wheels 9 to the engine when the engine is started, and a second centrifugal clutch that transmits the rotation of the engine to the rear wheels 9 after the engine is started. Further, the first centrifugal clutch slips when transmitting engine rotation to the rear wheels 9, and rotation in this direction is not transmitted. An operating lever 46 extending rearward substantially parallel to the chainstay 6 is integrally fixed to the support arm 42 . A locking plate 47 having a plurality of steps (not shown) on which the swinging portion of the operating lever 46 is locked is attached to the chainstay 6.
is provided. The dimensions, shapes, and mounting positions of each part are determined so that when the operating lever 46 is locked to the upper stage of the locking plate 47, the friction roller 44 is pressed against the outer periphery of the tire 9a. A belt 48, which is tensioned when the friction roller 44 is pressed against the tire 9a, is wound between the drive pulley 26 and the driven pulley 1J45. Therefore, when the operating lever 46 is locked to the upper stage (not shown) of the locking plate 47 as shown in FIG.
Rotation is transmitted between the friction roller 44 and the tire 9a. When the engine 23 reaches a stall rotational speed or higher, the second centrifugal clutch in the driven pulley 45 is connected, and the driving force of the engine 23 is transmitted to the rear wheel 9 via the friction roller 44. i.e. engine 2
3 is higher than the stall rotational speed, the second centrifugal clutch is fully engaged, and rotation is transmitted with a one-to-one proportional relationship between the vehicle speed and the engine rotational speed.

The stall rotational speed is the critical rotational speed at which a one-to-one proportional relationship between the vehicle speed and the rotational speed no longer holds true, and is the rotational speed at which a slipping clutch is completely connected, or the rotational speed at which the clutch that has been slipping is completely connected. This refers to the rotational speed at which the engaged clutch begins to slip. Therefore, if the engine rotation speed is equal to or higher than the stall rotation speed, the vehicle speed can be accurately detected from the engine rotation speed. The present invention will now be explained based on the block diagram shown in FIG.

In FIG. 5, reference numeral 200 indicates speed control means. This speed control means 200 controls the engine output according to the rotational speed of the foot pedal 16. That is, the speed control means 200 includes a speed detection means 201 which outputs a speed signal according to the vehicle speed, a vehicle speed command means 202 which outputs a vehicle speed command signal according to the rotational speed of the foot pedal 16, and a vehicle speed command signal and a vehicle speed command signal. Comparison calculation means 203 performs a comparison calculation and outputs a comparison calculation signal, and engine output control means 204 controls the engine output so that the vehicle speed is based on the desired vehicle speed based on the comparison calculation signal. Next, the speed control means 200 will be explained in detail.

This speed control means 200 can be constructed entirely from a microcomputer (hereinafter referred to as microcomputer) by programming according to the flowchart shown in FIG. 6 below, for example. However, tracing the programming step by step here would make the explanation extremely complicated and is not necessarily effective for understanding the present invention. However, it is easy for those skilled in the art to program based on the idea of the present invention, Programming will not be discussed in detail. Here, for the convenience of understanding the present invention, the explanation will be based on a logic circuit having functions equivalent to a microcomputer. Note that the present invention is not limited to a case in which the entire part is configured with a microcomputer, but various embodiments such as a case where the entire unit is configured with discrete hardware, a case where a part is configured with discrete hardware, and another part with a microcomputer, etc. Of course it includes.
FIG. 6 is a flowchart explaining the overall operation, and FIG. 7 is a block diagram showing the block diagram of FIG. be. FIG. 8A shows that the step motor 3 is
FIGS. 9 and 10 are time charts. Also the first
Fig. 1 shows a circuit that detects the vehicle speed using the ignition pulse of the engine 23, Fig. 12 is a side view showing the installation state of the detector that detects the desired vehicle speed based on the rotation of the pedal 16, and Fig. 13 shows the comparison calculation means. This is an example of a priority circuit used in . First, the overall configuration of this embodiment will be overviewed based on FIG. 6.

In this embodiment, when the main switch is turned on, a carburetor reset 250 is automatically performed to completely reset the carburetor 28. (Of course, it is also possible to reset this vaporizer 28 so that it is fully closed.) This vaporization. The device reset 250 means that the vehicle is ready to start. Next, when the vehicle is driven by the foot pedal 16 or by hand, the first centrifugal clutch is engaged and the engine is started 251.
Incidentally, this engine starting 251 is performed by operating the operating lever 46 to drive the vehicle with the friction roller 44 separated from the tire 9a.
6 may be operated to bring the friction roller 44 into contact with the tire 9a. Ignition pulse i of engine 23
(hereinafter referred to as engine pulse)
The rotational speed of is detected, but this rotational speed is
By detecting a rapid rise within 1 second),
Confirm that the engine 23 has started. At this time, the first centrifugal clutch is slipping. Since the carburetor 28 has been reset to the fully open state as described above, the engine 2
3's output is about to rise rapidly. However, when there is no vehicle speed command signal, which will be described later, stall rotational speed control 252 is performed, and the engine rotational speed is maintained at the stall rotational speed. Next, when the result of the brake determination 253 indicates that braking is required, the engine output is controlled to be reduced. If the result of the brake determination 253 indicates that non-j braking is being applied, the desired vehicle speed is determined 254. Based on the vehicle speed command signal output as a result of this determination 254, the engine output and vehicle speed are controlled 255. On the other hand, since the driven pulley 45 is equipped with a centrifugal clutch, the output of the engine 23 is not transmitted to the rear wheels 9 when the rotational speed of the engine 23 is less than the stall rotational speed.

When the rotation of the engine 23 increases based on a vehicle speed command signal described later, the centrifugal clutch is connected and the rotation speed of the engine 23 and the rotation speed of the rear wheels 9, that is, the vehicle speed are proportional. Therefore, the speed detection means (see 201 in FIG. 5) is configured to detect the vehicle speed based on this engine rotational speed, and this vehicle speed is stored. On the other hand, determination 254 of the desired vehicle speed based on the movement of the foot pedal 16 is performed in the vehicle speed command means 202.

The vehicle speed command signal which is this output is compared with the vehicle speed signal and the comparison calculation signal 203. Based on the result, the rotation of the step motor 31 provided in the carburetor 28 is controlled by the engine output control means 204.
The above is an overview of the operation of this embodiment. Next, this speed control means 200 will be explained in detail. First, a reset means for fully opening the carburetor 28 when the main switch is turned on will be explained. In FIG. 7, 49 is a clock pulse generator (hereinafter referred to as a clock) that continuously generates a clock pulse of 0.65 wLS, 50 is a clock that divides the clock pulse of this clock 49 and issues a 10 ms pulse, and 51 is this clock. 2560 based on 50 pulses
This is a timer that generates a rectangular wave with a length of 7TLS.

That is, when the power is turned on, the clock 49 and the clock 50 start generating clock pulses, and at the same time, the timer 51 starts generating an on signal as shown in FIG. 9a. This on signal changes to an off signal after 2560 Tr1,S, but based on the fall of the waveform at this time, the flip-flop (hereinafter referred to as FF) 52 generates an on signal as shown in FIG. 9b. The outputs of the clock 50 and timer 51 are led to an addition/subtraction counter 55 via an AND gate 53 and an OR gate 54. Therefore, the clock pulse of 10rr1,s of the clock 50 is input to the addition/subtraction counter 55 for 25607TL,S when the timer 51 outputs an ON signal (see FIG. 9d). This addition/subtraction counter 55 is designed to normally add this clock pulse, and to sequentially subtract it using this clock pulse when an ON signal is input to the subtraction command terminal 55a. Before the engine 23 is started, the subtraction command terminal 55a receives an off signal, so the addition/subtraction counter 55 continues to add. This addition/subtraction counter 55 integrates the clock pulses in binary notation, and sends only the last two digits as an engine output control signal to engine output control means, which will be described later. The step motor 31 used here has a 4-phase stator winding as shown in Figure 8, and uses a 2-phase excitation drive system, so it is only necessary to determine the last two digits of the binary number. Because it is enough. Next, engine output control means for controlling the step motor 31 based on the output of the addition/subtraction counter 55, and thus controlling the engine output, will be explained based on FIG. 8A.

In this figure, 56 and 57 are addition/subtraction counters 5, respectively.
This is a signal line for transmitting the first and second digits of the output control signal of the lower two binary digits of 5. Each signal line 56, 57 has a logic circuit 58, 59 that outputs an on signal "1" only when a specific signal combination is present, and outputs an off signal "0" at other times.
, 60, and 61 are connected. That is, each logic circuit 5
8, 59, 60, and 61 each have an output control signal of "0".
"1" is output only when "10" and "11" are in month O. The operation will be explained using the logic circuit 58 as an example. 58a is an exclusive OR gate (hereinafter referred to as EXl OR), 58b
is an inverter, and 58c is an AND gate.

One input ends of the two EXl ORs 58a are both grounded (the signal level is "0"), and the other input ends are connected to the signal lines 56 and 57.

Here, EXlOR has the property of outputting "1" when the two inputs do not match, and outputting "0" when they match. Currently, "0" is always input to one input terminal of each EXl OR 58a. Therefore, if "0" is input to the other input terminal, that is, only when the output control signal is "00", the output of EXl OR 58a will be "0".
”, and this output is inverted by each of the two inverters 58b to become “1”. As a result, "1" is input to both input terminals of the AND gate 58c, so its output becomes "1". 62, 63, 64
, 65 are the logic circuits 58, 59, 60, 61, respectively.
This is a logic circuit that determines the rotation direction of the step motor 31 based on the output of the step motor 31.

That is, the step motor 31 has four stator windings 31.
a, 31b, 31c, and 31d, and these stator windings 31a, 31b, 31c, and 31d are NPN transistors (hereinafter referred to as TR) 66a, 66b, 66c, and 66.
Interrupted by d. TR66a, 66b, 66c, 6
6d is selectively and sequentially controlled to be on/off by the logic circuits 62, 63, 64, and 65. The operation of the logic circuit 62 will now be explained by taking it as an example. This logic circuit 62 includes four AND gates 62a, 62b, 62c, and 62d each having one input terminal connected to the AND gate 58c, and the output terminal of each of these AND gates 62a to 62d is connected to the TR 66a. It is connected to the base of ~66d via a resistor. The input terminals of two AND gates 62a and 62c among the AND gates 62a to 62d are at the power supply potential (signal level is "1").
．． 1), and the other AND gates 62b, 62d
The other input terminal of is grounded (signal level is "0"). Therefore, when "00" is input to the signal lines 56 and 57 and the logic circuit 58 outputs "1", only the AND gates 62a and 62c of the logic circuit 62 output "1".
As a result, TRs 66a and 66c become conductive, and stator windings 31a and 31c are excited. When the signals on the signal lines 56 and 57 change, the excitation on and off of the stator windings 31a to 31d changes as shown in the following table and FIG. 8B.

In other words, the status of the stator windings 31a to 31d changes sequentially from this table downward (to the right in FIG. 8B) when the addition/subtraction counter 55 is adding, and from bottom to upward when subtracting. (Fig. 8B shows leftward direction).

By the way, since this step motor 31 employs a two-phase excitation drive system, a rotating magnetic field is formed in accordance with the excitation of the stator windings 31a to 31d. When the addition/subtraction counter 55 is incrementing, the throttle valve 3 of the carburetor 28
step motor 31 and carburetor 28 so that 6 is open.
is configured. On the other hand, when the addition/subtraction counter 55 is decrementing, the step motor 31 closes the throttle valve 35 of the carburetor 28. The above-mentioned reset means is 2560T71 which is the set time of the timer 51.
．． Since the clock pulse is increased or decreased by S by the addition/subtraction counter 55, the output control means operates to open the throttle valve 35 of the carburetor 28 during this time.

In this step, the capacity of the motor 31 is set to be sufficient to withstand the energization during this reset time, and before the reset means starts starting, that is, before the main switch is turned on, the throttle valve 35 of the carburetor 28 is No matter what position the throttle valve 35 is in, the throttle valve 35 is designed to be able to move to the fully open position at least during this reset time. Next, returning to FIGS. 7 and 9, the speed detection means 201
Explain. Vehicle speed is detected by engine pulses as described above. This engine pulse has a waveform shown in FIG. 9e. FIG. 11 shows an engine pulse extraction circuit 67 that detects this engine pulse. In this figure, 68 is a spark plug, 69 is an ignition coil, 70 is a power generation coil provided in the flywheel magneto, 7
1 is a breaker point that opens and closes in synchronization with engine rotation, and 72 is a capacitor, which are conventionally known. Engine pulses are taken out from the primary side of the ignition coil 69, DC components are blocked by a capacitor 73, divided by resistors 74 and 75, then half-wave rectified by a diode 76, and then output via a resistor 77. Ru. The output of this engine pulse extraction circuit 67 is waveform-shaped by a shaping circuit 78 consisting of a Schmitt circuit or the like, as shown in FIG. 7, and becomes a rectangular wave corresponding to the ignition pulse of the engine 23, as shown in FIG. 9f. .

This rectangular wave is further divided by 2 frequency divider FF79 as shown in Fig. 9g.
The waveform will be On the other hand, the FF52 in the reset means
The output (FIG. 9b) is used by a one-shot multivibrator (hereinafter referred to as one-shot) 80 to generate an output as shown in FIG. 9c.

This one shot 80 and the output of the FF 79 are input to an AND gate 81, and the output thereof is stored in a storage section 82. That is, the storage unit 82 stores the output signal of the FF 79 when the output of the one-shot 80 is received (9th
Figure h). The output of this storage section 82 and the FF 79 is EXl
The first rising edge of the output (FIG. 9e) of the OR 83 is held by the FF 84 (FIG. 9j). In other words, the FF 84 continues to output an ON signal from the time when the waveform of the FF 79 changes polarity for the first time after the output of the one-shot 80 is received. This FF84 and shaping circuit 78
The output is input to an AND gate 85, and the output is differentiated by a differentiating circuit consisting of a capacitor 86 and a resistor 87.
Further, it is rectified by a diode 88 to become the pulse shown in FIG. 9k. Also, the clock pulse (4) of the FF 84 and the clock 49. 657T1,S) is input to an AND gate 89, and its output is input to a counter 90. Counter 90 calculates the number of clock pulses input from AND gate 89 at pulse intervals corresponding to the input from diode 88, ie, the rotational speed of engine 23 (FIG. 9, 1). Therefore, the slower the vehicle speed, the larger the integrated value becomes. Next, a means for confirming starting of the engine 23 based on the output of the counter 90 will be explained.

The adjusted value of the counter 90 is output as a binary signal based on the pulse timing of the output of the diode 88, and is sequentially sent to the storage section 91 via the bus 92 and stored therein. On the other hand, the comparison parts 93, 94, 95 have preset engine rotational speeds NO, Nl, N2 (NO<N1, N2).
The set speed signal corresponding to 2) is stored, and the integrated value of the counter 90 corresponding to the actual rotational speed N of the engine is compared with these NO, Nl, N2 in the comparators 93, 94, and 95 every time there is an output. be compared. That is, within the output pulse interval of the diode 88, NO, Nl, N2
and the integrated value of the counter 90 are compared. Note that the set rotational speed N2 is a rotational speed corresponding to the stall rotational speed. Now, the engine 23 rotates and generates an engine pulse 67, and its rotational speed N is N.

When it is larger, the comparator 93 outputs an output signal to cause the timer 96 to measure one second (FIG. 9m). This timer 69 outputs the ON signal "1" for the aforementioned one second (n in FIG. 9) and opens the AND gate 97. If the rotational speed N of the engine 23 becomes greater than N1 during this one second, the comparator 94 outputs "1" (FIG. 90). That is, the engine rotational speed N becomes N within 1 second. By confirming the rapid rise from to N1, AND gate 97 outputs a "1". FF-98 is set by the rise of this ON signal "1". The output of this FF98 (9th
The fact that FIG. p) is "1" means that the engine 23 is started. The AND gate 99 is opened by the engine start signal from the FF 98. This and
The gate 99 has 10Tr1. of the clock 50. A clock pulse of S is input. this and gate 9
The output of 9 is input to the OR gate 54. Since AND gate 99 is open, the pulse of clock 50 passes through OR gate 54 and enters addition/subtraction counter 55. If there is no input to the subtraction command terminal 55a, the addition/subtraction counter 55 performs addition, and the throttle valve 35 of the carburetor 28 is opened. Note that if the throttle valve 35 of the carburetor 28 is already fully open, that state is maintained. Next, the stall control means for maintaining the rotational speed N of the started engine 23 at the stall rotational speed N2 will be explained.

When starting the engine 23, the throttle valve 3 of the carburetor 28
5 is at full throttle, so the engine speed is about to rise rapidly. When N becomes higher than N2, the comparator 95 outputs an on signal (FIG. 9r), and this on signal "1" is input to the subtraction command terminal 55a of the addition/subtraction counter 55 via a priority circuit 100, which will be described later. Therefore, the addition/subtraction counter 55 begins to subtract the clock pulses of the clock 50. By this subtraction, the engine output control means 204 controls the carburetor 28
The step motor 31 is rotated to close the throttle valve 35. When the engine speed N becomes equal to or lower than N2, the output of the comparator 95 becomes "0", so the input to the subtraction command terminal 55a also becomes "0", and the addition/subtraction counter 55 starts adding again. The throttle valve 35 of the carburetor 28 is then opened again.
By repeating the above operations, the engine rotation speed N
is maintained at the stall rotational speed N2. As described above, in this speed detecting means 201, the integrated value of the counter 90 corresponding to the vehicle speed is always stored in the storage section 91 based on the engine pulse 67.

Next, the vehicle speed command means 202 will be explained.

The desired vehicle speed Vd is detected by the rotation of the foot pedal 16. As shown in FIG. 12, an electromagnetic pickup 101 is attached near the side surface of the tooth tip of the large gear 17 that moves together with the pedal 16, and this pickup 101 receives a voltage every time the tooth tip of the large gear passes. is induced. This pickup 101 and the large gear 17 form a pedal pulse generating means 1.
02 is configured. The pedal pulse generated here (FIG. 10b) is generated by a shaping circuit 10 consisting of a Schmitt circuit.
3 (see FIG. 7), the waveform is shaped (FIG. 10c), and the frequency is further divided by 2 frequency division FFL04 (FIG. 10d). On the other hand, the engine start signal generated by the FF98 (Fig. 9 p.
) enters the one-shot 105 and generates an output as shown in FIG. 10a based on the rising edge of the engine start signal. This one shot 105 and the output of FFLO4 are input to an AND gate 106, and the output of this AND gate 106 is stored in a storage section 107. That is, the output signal of FFLO4 when the output of one shot 105 is received is stored here (FIG. 10e).
The output of this storage unit 107 and FFLO4 is EXlOR10
8 and the first rising edge of its output (FIG. 10f) is held by FFLO9 (FIG. 10g).
In other words, this FFLO9 continues to output the ON signal "1" from the time when the waveform of FFLO4 changes polarity for the first time after the output of the one-shot 105 is applied. This FFL
The output of O9 and the shaping circuit 103 is an AND gate 110.
is input. Also, the output of FFLO9 is the priority circuit 1
00 is also input. The output of the AND gate 110 is differentiated by a differentiating circuit consisting of a capacitor 111 and a resistor 112, and further rectified by a diode 113 to produce a pulse as shown in FIG. 10h. Further, the engine start signal of the front whistle F98 and the output of the clock 49 are input to an AND gate 114, and the output thereof is input to a counter 115. This counter 115 integrates the tick pulses input from the AND gate 114 at pulse intervals corresponding to the input from the diode 113, that is, the rotational speed of the pedal 16 (FIG. 10). Therefore, the slower the rotational speed of the pedal 16, the larger this integrated value becomes. This integrated value indicates the driver's desired vehicle speed. Note that this desired vehicle speed is set to be higher than the vehicle speed detected by the speed detection means 201 when the wheel rotation speed caused by the pedal 16 is higher than the wheel rotation speed caused by the engine 23 (No. 9). , 10, 14). That is, in this state, the integrated value of the counter 90 (indicating the vehicle speed) is larger than the integrated value of the counter 115 (indicating the desired vehicle speed). Next, a process of storing the desired vehicle speed desired by the driver in the storage unit 116 will be explained. This desired vehicle speed is rewritten as described below in response to the driver's operations such as continuous rotational changes of the pedal 16, depressing and stopping of the pedal 16, and brake operation. First, the case where there is no brake operation will be explained. When not braking, the brake signal will be "1". , a brake operation detection means is created, and this brake signal "1" is detected by the AND gate 11.
It is input to the negative input terminal of 9. Therefore, this AND gate 119 is closed when braking is not applied, and the ζ "1" of the FF 98 led to the other input terminal of this AND gate 119
The output of cannot pass through this AND gate 119. Therefore, the output of the AND gate 119 becomes an OFF signal.
The output of this AND gate 119 is the AND gate 12
0 input terminal and the negative input terminal of AND gate 121, AND gate 120 is closed and AND gate 121 is opened. When the pedal 16 rotates smoothly and continuously, the AND gate 121 is activated when not braking.
is open, the desired vehicle speed is sequentially transferred from the counter 115 through the AND gate 121 and the OR gate 123 to the storage section 116 and stored therein (FIG. 10j).

That is, in the initial state, the storage unit 1 corresponding to zero velocity
The integrated value of 16 is compared with the integrated value of the counter 115 in a comparing section 117, and when the integrated value of the counter 115 is smaller (during acceleration), the contents of the counter 115 are compared with the integrated value of the AND gate 121 and the OR gate 123. Through memory section 11
Transferred to 6. On the other hand, when the integrated value of the counter 115 is larger than the storage unit 116 (during deceleration), both integrated values are calculated in the subtraction unit 118, and when the difference is less than a certain value,
It is assumed that the rotational changes of the pedal 16 occur smoothly and continuously. The contents of the storage section 116 are successively rewritten based on the integrated value of the counter 115. On the other hand, when the difference determined by the subtraction unit 118 is greater than a certain value, it is assumed that the driver wants to stop depressing the pedal 16 and drive at the current speed, and the command from the subtraction unit 118 is Based on this, the contents of the storage unit 116 are retained as they are.

In other words, it cannot be rewritten depending on the contents of the counter 115. Next, braking will be explained. At this time, based on the brake signal, the storage section 116 is sequentially rewritten with the vehicle speed, that is, the contents of the storage section 91, so that the vehicle speed at the time the brake is released is stored in the storage section 116, and if the pedal 16 is If the engine is not rotated, the engine is controlled to maintain the vehicle speed. The process of transferring the vehicle speed from the storage section 91 to the storage section 116 by the brake operation will be explained as follows. The brake operation detection means is constructed so that the brake signal becomes "0" during braking. As described above, this brake signal is input to the negative input terminal of AND gate 119, and the other input terminal of this AND gate 119 is input to
Since the output of 98 is guided, during braking, AND gate 119 generates an ON signal, opens AND gate 120, and closes AND gate 121. As described above, the input terminal of the AND gate 121 to which the output of the AND gate 119 is input is the negative input terminal. The integrated value based on the binary system of the storage section 91 is input to the AND gate 120 via the bus 122. When braking, this integrated value is AND●gate 120
, passes through the OR●gate 123 and enters the storage section 116 . Even when the pedal 16 is stopped and there is no brake operation and it is assumed that the driver wishes to travel at that speed, the AND gate 121 is opened, but as described above, the memory section 116
The contents of the counter 115 are held as they are, and the contents of the counter 115 are not transferred.

The desired vehicle speed stored in the storage section 116 as described above is compared with the traveling vehicle speed stored in the storage section 91 in the comparison section 124.

Desired vehicle speed (driving vehicle speed) At this time, the comparator 124 outputs "1".

This output "1" is sent to the subtraction command terminal 55a of the addition/subtraction counter 55 via a priority circuit 100, which will be described later, and the counter 55 starts subtraction. Therefore, the output control means 204 operates in a direction to close the throttle valve 35 of the carburetor 28, that is, to reduce the engine output, and the traveling vehicle speed continues to decrease. When the desired vehicle speed≧the traveling vehicle speed, the output of the comparator 124 becomes "0", the addition/subtraction counter 55 adds, and the engine output increases.

As described above, the traveling vehicle speed is always controlled so as to approach the desired vehicle speed. Next, the priority circuit 100 will be explained.

This circuit 100 prioritizes the brake signal, the outputs of the comparator 124 and the comparator 95 in this order, and issues a subtraction command to the subtraction command terminal 55a of the addition/subtraction counter 55. FIG. 13A shows the configuration of this circuit. Here, the operation of the gate 125 used in this circuit will be explained based on FIG.

The gate 125 is a ternary gate having three terminals A, b, and c as shown in FIG. If there is, that "1" is directly output from the c output terminal. Further, when the a input terminal is "0", no output is produced at the c output terminal whether the b input terminal is "1" or "0". That is, it is equivalent to the relay 125a shown in FIG. Now, when the switch a'' is turned on, the relay coil 125b is excited, and the contact 125c between the b input terminal and the c input terminal is turned on.When a brake signal is input to this priority circuit 100, this brake The signal has the highest priority, gate 1
25 and is inverted at gate 126 to OR gate 12
Enter 7. The brake signal becomes "0" when braking, so
The OR gate 127 becomes "1" during braking and issues a subtraction command to the addition/subtraction counter 55. The subtraction command issued by the comparator 124 is controlled by FFLO9. That is, F.F.
As described above, when the pedal 16 is being rotated, the lO9 generates a signal as shown in FIG. The command enters OR Gate 127. Further, the comparator 95, which outputs an on signal "1" when the engine 23 reaches the stall rotational speed N2 or more, is inputted to the OR gate 127 via the gate 130. When the brake is applied, the brake signal becomes "0" and the output of the gate 125 causes the gate 128 and the gate 13 to
0 are closed together. Therefore, the brake signal is given top priority. Next, when the brake is not applied, the brake signal is "1", so the output of the gate 125 is also "1", so the gate 12
8 will be held. Therefore, if FFLO9 is "1", gate 1
30 is closed. Therefore, only the subtraction command from the comparator 124 enters the OR gate 127. When the brake signal is ``1'' and the output signal of FFlO9 is ``0'', the off signal ``0'' of FFlO9 is inverted at the output end of gate 128, so that gate 130 is opened. Therefore, only the subtraction command from the comparator 95 enters the OR gate 127. FIG. 14 shows the speed control characteristics of this embodiment described above.

During the acceleration period a, the desired vehicle speed is read as shown by the broken line by depressing the pedal 16, and the throttle valve 35 of the carburetor 28 of the engine 23 is gradually opened to follow this. If the rotation of the pedal 16 is lowered to match the desired vehicle speed with the actual vehicle speed, the vehicle will travel at a constant speed (see figure b).
. By weakening the pedal force and gradually slowing down the rotation of the pedal 16 to lower the desired vehicle speed below the vehicle speed, the throttle valve 35 of the carburetor 28 will also be gradually closed (FIG. 3(c)). If the user stops depressing the pedal 16 at this point, the rotational speed of the pedal 16 at that time is memorized and the vehicle is driven at that speed (d+e in the figure). Rotate the pedal 16 again, and this pedal 1
When the driver's desired speed given by 6 exceeds the traveling speed, the engine is controlled again to follow this desired vehicle speed. When the brakes are applied now, during the braking time f, the addition/subtraction counter 55 continues to subtract and closes the throttle valve 35, while the traveling speed is sequentially memorized, and when the braking ends, the carburetor 28 is activated so that the vehicle travels at the current speed. controlled. As described above, this invention is configured to compare the desired vehicle speed obtained from the rotational speed of the foot pedal with the vehicle speed, and to electrically control the increase or decrease of the engine output based on the comparison result. You can control engine output with just
Since it is not necessary to provide an accelerator lever or the like on the handle, the operation becomes easier and the operability becomes better.

In addition, the engine is used as auxiliary power to compare and calculate the vehicle speed command signal according to the rotational state of the foot pedal with the vehicle speed signal, and the engine output is controlled based on the result of this calculation, which improves the feel of the bicycle. You can reduce the force required for stepping without losing it.

[Brief explanation of the drawing]

Fig. 1 is a side view showing an embodiment in which the present invention is applied to a bicycle with an engine, Figs. 2 and 3 are a plan view and a side view showing how the carburetor is installed, and Fig. 4 is a side view of the carburetor. −■
5 is a block diagram of the present invention, FIG. 6 is a flowchart of an embodiment thereof, FIG. 7 is a block diagram showing speed detection means, vehicle speed command signal and comparison calculation means, and FIG. 8 is a block diagram of the present invention. A block diagram showing the engine output control means, Figures 9 and 10 are time charts, Figure 11 is the engine pulse detection circuit, Figure 12 is a side view showing the installation state of the pedal pulse detector, and Figure 13 is the priority circuit. , and FIG. 14 shows an example of speed control in this embodiment. 16... Foot pedal, 23... Engine, 28... Carburetor, 31... Step motor, 35... Throttle valve, 55... ...Addition/subtraction counter, 90,115...Counter, 20
0...Speed control means, 201...Speed detection means, 202...Vehicle speed command means, 203.
... Comparison calculation means, 204 ... Engine output control means.

Claims (1)

[Scope of Claims] 1. A wheel that is provided with a first drive means that drives the wheel by rotation of a foot pedal and a second drive means that drives the wheel by an engine, and that both drive means move together. , the vehicle speed is electrically detected by a vehicle speed signal generated according to the vehicle speed, the desired vehicle speed is electrically detected by a vehicle speed command signal detected based on the rotational speed of the foot pedal, and the wheel rotational speed by the pedal is detected electrically. is electrically set so that the vehicle speed command signal is greater than the vehicle speed signal in a state where the vehicle speed command signal is higher than the wheel rotation speed caused by the engine, and based on the difference between these vehicle speed signals and the vehicle speed command signal,
A method for controlling the speed of a vehicle, comprising electrically controlling the output of the engine so that the vehicle speed approaches the desired vehicle speed. 2. In a vehicle that is equipped with a first drive means that drives wheels by the rotation of a foot pedal and a second drive means that drives the wheels by an engine, and in which both drive means travel in cooperation, the rotation of the foot pedal The speed control means includes a speed control means for electrically controlling the output of the engine depending on the state, and the speed control means includes a vehicle speed detection means for outputting a vehicle speed signal according to the vehicle speed, and a vehicle speed detection means for outputting a vehicle speed signal according to the vehicle speed, and a wheel rotation speed caused by the pedal. vehicle speed command means for determining and outputting a vehicle speed command signal indicating a desired vehicle speed set higher than the vehicle speed using the rotational speed of the foot pedal; Speed control of a vehicle characterized by comprising a comparison calculation means for calculating and outputting it as a comparison calculation signal, and an engine output control means for controlling the engine output so that the vehicle speed approaches a desired vehicle speed based on the comparison calculation signal. Device. 3. The speed control means integrates the clock pulses generated by the clock pulse generation means between the pulses of the speed signal output by the clock pulse generation means and the speed detection means and between the pulses of the vehicle speed command signal generated by the vehicle speed command means. A counter, an addition/subtraction counter that compares the cumulative results of each counter and performs addition/subtraction based on the comparison results, and a throttle valve of the vaporizer that opens/closes in the forward or reverse direction in response to the addition/subtraction of the addition/subtraction counter. 3. A speed control device for a vehicle according to claim 2, comprising a step motor.