JPS6111834B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to a vehicle speed control method and device that detects a vehicle speed desired by a driver from the rotational state of a foot pedal and controls engine output so as to bring the vehicle speed closer to the desired 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 the pedals for both foot 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 increases and decreases 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 steering wheel, a carburetor installed on the engine, and wires connecting these, but in addition to operating the steering wheel and brakes, such engine control operations must also be performed. However, the manual operation is complicated, and improvements in operability have been desired. Therefore, the driving force of the engine is transmitted to the drive wheels via a centrifugal clutch, and the desired vehicle speed is electrically detected from the rotation state of the foot pedal, and the engine output is electrically adjusted so that the vehicle speed approaches this desired vehicle speed. It is conceivable to control the In this way, when electrically controlling the engine output, it is desirable to perform the original engine output control after confirming that the engine has started. This is because it is meaningless to control the opening and closing of the throttle valve of the carburetor in order to control the engine output when the engine has not started. The present invention has been made in view of the above circumstances, and a first object thereof is to provide a speed control method for a vehicle in which the engine output is controlled after confirming that the engine has started. A second object is to provide an apparatus that can be used directly to carry out this method. In order to achieve such an object, the present invention detects engine start when the engine rotation speed reaches a set rotation speed lower than the stall rotation speed of the centrifugal clutch within a set time, and then detects the rotation state of the foot pedal. The desired vehicle speed is electrically detected from the vehicle speed, and the output of the engine is electrically controlled so as to bring the vehicle speed closer to the desired vehicle speed. That is, a first object of the present invention is to provide a first drive means for driving the wheels by rotation of a foot pedal, and a second drive means for driving the wheels by an engine via a centrifugal clutch, and to provide both drive means. In a vehicle running in cooperation with the means, the engine rotation speed reaches a set rotation speed lower than the stall rotation speed to which the centrifugal clutch is connected within a set time to detect engine start, and then the foot pedal is activated. The desired vehicle speed, which is detected from the rotational state of the foot pedal and is set higher than the actual vehicle speed, is compared with the actual vehicle speed when the wheel rotation speed by the engine is higher than the wheel rotation speed by the engine, and the actual vehicle speed and the desired vehicle speed are determined. This is achieved by a vehicle speed control method characterized in that the output of the engine is electrically controlled so that the actual vehicle speed approaches the desired vehicle speed based on the difference between the actual vehicle speed and the desired vehicle speed. A second object of the present invention is to provide a vehicle speed detection means for detecting the actual vehicle speed, and a vehicle speed detecting means that detects a desired vehicle speed set higher than the actual vehicle speed when the wheel rotation speed by the foot pedal is equal to or higher than the wheel rotation speed by the engine. a vehicle speed command means that detects the rotational state of the pedal; a comparison calculation means that electrically compares the actual vehicle speed and the desired vehicle speed; and a throttle valve that controls the actual vehicle speed to approach the desired vehicle speed based on the comparison result an engine output control means for electrically controlling the opening degree; and detecting that the engine rotation speed has reached a set rotation speed lower than the stall rotation speed at which the centrifugal clutch is connected within a set time, and converting the start signal into the comparison operation. start confirmation means for outputting an output to the start signal, and the comparison calculation means starts operating the engine output control means based on the start signal. 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, reference numeral 1 denotes a known frame, and this frame 1 includes a head pipe 2, an upper pipe 3, a lower pipe 4, a vertical pipe 5, a chain stay 6, a back fork 7, and a hanger rack 8 for pivotally supporting a crankshaft. There is. Reference numeral 9 denotes a rear wheel, which is held at the rear end connection portion of the chain stay 6 and back fork 7.
10 is a front wheel, 11 is a front fork that holds this wheel, and this fork 11 is rotatably held by the head pipe 2. A handle 12 is coupled to the front fork 11. 13 is a loading platform held by the backpack fork 7;
A fuel tank 14 is fixed to this loading platform 13. A pair of left and right pedal cranks 15 are fixed to a crankshaft (not shown) supported by the hanger rack 8, and a pedal 16 is rotatably provided at the rotation end thereof. Right pedal crank 1
5 has a large gear 1 as shown in Fig. 12 below.
7 is integrally provided, while a freewheel 18 is provided on the rear wheel 9, and this freewheel 18
A chain 20 is wound between the free gear 19 and the large gear 17. These large gears 1
7. The freewheel 18 and chain 20 are covered by a chain case 21 as shown in FIG. In this vehicle, when the driver alternately depresses the left and right pedals 16 and rotates the large gear 17 counterclockwise in FIGS. 1 and 12, the rear wheel 9 also rotates in the same direction via the chain 20 and freewheel 18. be done. 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 the lower pipe 4.
This is a bracket fixed to the hanger rack 8 and extending downwardly from the hanger rack 8. An engine 23 is held at the lower end of the bracket 22 by a pivot 24 so as to be tilted forward and swingable in the front and rear directions. Crankshaft 2 of this engine 23
A small-diameter drive pulley 26 is fixed to 5.
One end of a coil spring 27 is locked to the upper end of the engine 23, and the other end of the coil spring 27 is locked to the bracket 22. This coil spring 2
7 urges the engine 23 to rotate clockwise in FIG. A carburetor 28 is held behind the hanger rack 8 and between a pair of left and right chain stays 6. FIGS. 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
The carburetor 28 is held here so as to sandwich the bridge 29 from above and below. That is, a step motor 31 is installed at the upper end of this carburetor 28.
are connected, and the bridge 29 is held between the flange portion 32 formed at the connecting portion. This carburetor 28 is of a piston type, as shown in the longitudinal cross-sectional view of FIG. The jet needle 36 controls the flow rate of fuel drawn from the flow chamber 37 into the intake passage 33. A cylindrical body 38 is fixed to the throttle valve 35 and has a female thread formed on the inner surface and is open at the top. Note that this cylindrical body 38
The rotation in the axial direction is restricted, and the throttle valve 35 can move only in the vertical direction integrally with the throttle valve 35.
A male screw 39 is screwed into the inner surface of the cylinder 38 from above, and a motor shaft 40 of the step motor 31 is inserted into the upper end of the male screw 39 and fixed with adhesive. In addition, the intake passage 3
The downstream side of engine 3 and an intake port (not shown) of engine 23 are connected through a flexible pipe. In addition, this step motor 31 adopts a well-known two-phase excitation drive system,
It has a 4-phase stator winding. Now, when the step motor 31 rotates, the cylindrical body 38 and the throttle valve 35 move up and down depending on the direction of rotation, and 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 chain stay 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 is attached to the lower end of the support arm 42.
and a driven member 45 are held coaxially, and the friction roller 4
4 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. 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 wheel 9 to the engine when starting the engine;
A second centrifugal clutch that transmits the rotation of the engine to the rear wheels 9 after the engine is started is provided. Also the first
The 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 chain stay 6 is integrally fixed to the support arm 42 . The chain stay 6 is provided with a locking plate 47 having a plurality of steps (not shown) to which the swinging portion of the operating lever 46 is locked. When the operating lever 46 is locked to the upper stage of the locking plate 47, the friction roller 44
The dimensions, shapes, and mounting positions of each part are determined so that they are pressed into contact with the outer periphery. Also, the friction roller 44
A V-belt 48 is stretched between the drive pulley 26 and the driven pulley 45, and is tensioned when the V-belt 48 is in pressure contact with the tire 9a. 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. When the engine 23 reaches a stall speed or higher, the second centrifugal clutch in the driven pulley 45 becomes connected, and the engine 23
The driving force of No. 3 is transmitted to the rear wheel 9 via the friction roller 44. That is, when the engine 23 is at a stall rotational speed or higher, 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 vehicle speed and engine rotational speed no longer holds true, and is the rotational speed at which a slipping clutch starts to be fully engaged, or when the clutch is completely engaged. This refers to the rotational speed at which the clutch starts 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 state of the foot pedal 16. That is, the speed control means 200
a vehicle speed detection means 201 that outputs a speed signal according to the vehicle speed; a vehicle speed command means 202 that outputs a vehicle speed command means according to the rotational state of the foot pedal 16;
A comparison calculation means 203 that compares and calculates these vehicle speed signals and a vehicle speed command signal and outputs a comparison calculation signal, and an engine output control means 204 that controls engine output so that the vehicle speed approaches the desired vehicle speed based on this comparison calculation signal. It is equipped with In the embodiment described below, the rotational speed of the foot pedal 16 is used as the rotational state of the foot pedal 16, but the present invention is not limited to this. For example, the pedal force applied to the foot pedal 16 may be detected from the tension of the chain. , this pedal force may be used as a signal representing the rotational state. Next, the speed control means 200 will be explained in detail. This speed control means 200 is, for example, the sixth
By programming according to the flowchart in the figure, the entire system can be configured with a microcomputer (hereinafter referred to as microcomputer). 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, since it is easy for a person skilled in the art to program based on the idea of the present invention, I will not elaborate on this. 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 the case where the entire device is configured with a microcomputer, but also the case where the entire device is configured with discrete hardware, a part is configured with discrete hardware, and the other part is configured with a microcomputer, etc.
Of course, various embodiments are included. 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 is a block diagram showing engine output control means for controlling the rotation of the step motor 31 based on the comparison signal outputted from the comparison calculation means, and FIGS. 9 and 10 are time charts. Also the 11th
The figure shows a circuit that detects the vehicle speed using the ignition pulse of the engine 23, FIG. 12 is a side view showing the installed state of the detector that detects the desired vehicle speed based on the rotation of the pedal 16, and FIG. 2 is a circuit example of a priority circuit used. First, the overall structure of this embodiment will be reviewed based on FIG. In this embodiment, when the main switch is turned on, a carburetor reset 250 is automatically performed to fully open the carburetor 28. (It is of course possible to reset the carburetor 28 so that it is fully closed.) With the carburetor reset 250, 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. Note that 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, and operating the operating lever 46 while the vehicle is running to move the friction roller 44 toward the tire 9a. This may be done by contacting. Based on the ignition pulse of the engine 23 (hereinafter referred to as engine pulse), the engine 23
The rotational speed of the engine 23 is detected, and by detecting that this rotational speed has rapidly increased within a certain set time (1 second), the start confirmation means confirms that the engine 23 has started. At this time, the first
The centrifugal clutch is slipping. Since the carburetor 28 has been reset to the fully open state as described above,
The output of the engine 23 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, the state of the brake is determined 253. When the result of this brake determination 253 indicates that it is time to brake, the engine output is controlled to be reduced. Brake discrimination 25
If the result of step 3 indicates that the vehicle is not braking, 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 the 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 vehicle 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. This output vehicle speed command signal is compared with the vehicle speed signal in the comparison calculation means 203. Based on the results, the vaporizer 28
The rotation of the step motor 31 provided in the engine output control means 204 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 0.65 ms clock pulse, 50 is a clock that divides the frequency of the clock pulse of this clock 49 and generates a 10 ms pulse, and 51 is a clock that generates a 10 ms pulse. This is a timer that generates a rectangular wave having a length of 2560 ms based on the timer. In other words, when the power is turned on, clock 4
9 and clock 50 begin to generate clock pulses, and at the same time timer 51 begins to generate an on signal as shown in FIG. 9a. This ON signal changes to an OFF signal after 2560ms, and based on the falling edge of the waveform at this time, a flip-flop (hereinafter referred to as
FF) 52 generates an on signal as shown in FIG. 9b. The outputs of clock 50 and timer 51 are led to addition/subtraction counter 55 via AND gate 53 and OR gate 54. Therefore, the 10 ms clock pulse of clock 50 is input to addition/subtraction counter 55 for 2560 ms when timer 51 issues an on signal (see FIG. 9d). The addition/subtraction counter 55 is designed to normally add up the clock pulses, and to sequentially subtract the clock pulses 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 to engine output control means, which will be described later. The step motor 31 used here has a four-phase stator winding as shown in Fig. 8, and uses a two-phase excitation drive system, so it is sufficient to distinguish the last two digits of the binary number. This is because. 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 with reference to FIG. 8A. In this figure, 56, 57
are signal lines for transmitting the first and second digits of the binary lower two-digit output control signal of the addition/subtraction counter 55, respectively. Each signal line 56, 57 has a logic circuit 5 that outputs an on signal "1" only when a specific signal combination is present, and outputs an off signal "0" at other times.
8, 59, 60, and 61 are connected. That is, each logic circuit 58, 59, 60, 61 outputs "1" only when the output control signal is "00", "01", "10", or "11", respectively. The logic circuit 58
This will be explained using an example. 58a is an exclusive OR gate (hereinafter referred to as EX/OR), 58b is an inverter,
58c is an AND gate. One input terminal of the two EX/OR 58a is both grounded (the signal level is "0"), and the other input terminal is connected to signal lines 56 and 57. Here, EX-OR 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 EX/OR 58a. Therefore, if "0" is input to each of the other input terminals, that is, only when the output control signal is "00", the output of the EX/OR 58a will be "0", and this output will be sent to each of the two inverters 58b. It is inverted to ``1'' by . As a result, "1" is input to both input terminals of the AND gate 58c, so its output becomes "1". Logic circuits 62, 63, 64, and 65 determine the rotational direction of the step motor 31 based on the outputs of the logic circuits 58, 59, 60, and 61, respectively. That is, the step motor 31 includes four stator windings 31a, 31b, 31c, and 31d.
c and 31d are switched on and off by NPN type transistors (hereinafter referred to as TR) 66a, 66b, 66c, and 66d. The TRs 66a, 66b, 66c, and 66d are 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
is one input terminal of each of the AND gates 5 and 5.
Four AND gates 62a, 6 connected to 8c
2b, 62c, 62d, each of these and.
The output terminals of the gates 62a to 62d are connected to the TR 66a.
It is connected to the base of ~66d via a resistor. 2 of each AND gate 62a-62d
The other input terminals of the AND gates 62a and 62c are set to the power supply potential (signal level is "1"), and the other input terminals of the other AND gates 62b and 62d are grounded (signal level is "0"). . Therefore, the signal line 5
When "00" is input to the logic circuits 6 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.

[Table] In other words, the status of the stator windings 31a to 31d is as follows:
When the addition/subtraction counter 55 is adding, the table changes sequentially from the top to the bottom (rightward in Figure 8B), and when it is subtracting, it changes from the bottom to the top (the 8th
(leftward in Figure B). Since this step motor 31 employs a two-phase excitation drive system, a rotating magnetic field is formed as the stator windings 31a to 31d are excited. Therefore, when the addition/subtraction counter 55 is incrementing, the vaporizer 28
step motor 31 so that throttle valve 35 opens.
and the vaporizer 28 are configured. On the other hand, when the addition/subtraction counter 55 is subtracting, the step
Both motor 31 is configured to close a throttle valve 35 of carburetor 28 . Since the reset means causes the addition/subtraction counter 55 to add the clock pulse by 2560 ms, which is the set time of the timer 51, the output control means operates to open the throttle valve 35 of the carburetor 28 during this time.
Here, the capacity of the step 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 carburetor 2
No matter what position the throttle valve 35 of No. 8 is in, at least the throttle valve 35 is closed during this reset time.
is designed so that it can be moved to the fully open position. Next, returning to FIGS. 7 and 9, vehicle 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 6 that detects this engine pulse.
7 is shown. In this figure, 68 is a spark plug, 69 is an ignition coil, 70 is a generator coil installed in the flywheel magneto, 71 is a breaker point that opens and closes in synchronization with engine rotation, and 72 is a capacitor, which are conventional It is a publicly known thing. Engine pulse is ignition coil 69
The DC component is cut off by a capacitor 73, the voltage is divided by resistors 74 and 75, the voltage is further half-wave rectified by a diode 76, and then outputted via a resistor 77. 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 frequency-divided by a 2-divider FF 79 to obtain the waveform shown in FIG. 9g. On the other hand, the output of the FF 52 in the reset means (FIG. 9b) is input to 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 is stored in a storage section 82. That is, the storage section 82 stores the output signal of the FF 79 when the output of the one shot 80 is received (FIG. 9h). The outputs of this storage section 82 and the FF 79 are input to an EX/OR 83, and the first rising edge of the output (FIG. 9i) is held by the FF 84 (FIG. 9j). In other words, this FF84 becomes FF79 after the output of one shot 80 is applied.
The on signal continues to be output from the time the waveform changes polarity for the first time. The outputs of the FF 84 and the shaping circuit 78 are input to an AND gate 85, and the output is differentiated by a differentiating circuit consisting of a capacitor 86 and a resistor 87, and further rectified by a diode 88 to form the pulse shown in FIG. 9k. Further, the FF 84 and the clock pulse (0.65 ms) of the clock 49 are input to an AND gate 89, and the output thereof is input to a counter 90. Counter 90 is diode 8
8, that is, at a pulse interval corresponding to the rotational speed of the engine 23, the AND gate 8
The number of clock pulses input from 9 is integrated (FIG. 9l). Therefore, when the vehicle speed is slow, the integrated value becomes large. Next, a startup confirmation means for confirming the startup of the engine 23 based on the output of the counter 90 will be explained. The integrated 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 section 93,
94 and 95 are preset engine speeds
Setting speed signals corresponding to N ₀ , N ₁ , N ₂ (N ₀ <N ₁ <N ₂ ) are stored, and the integrated value of the counter 90 corresponding to the actual rotational speed N of the engine is calculated every time there is an output. These comparison sections 93, 94, and 95
It is compared with N ₀ , N ₁ , and N ₂ . That is, within the output pulse interval of the diode 88, N ₀ , N ₁ , N ₂
and the integrated value of the counter 90 are compared. Note that the set rotational speed N ₀ is the rotational speed at which the timer 96 described later starts measuring the set time (1 second), and the set rotational speed N ₁ is the rotational speed for confirming engine starting. N ₂ is a rotational speed corresponding to the stall rotational speed. Now, engine 23 is rotating and engine pulse 6
7, and when the rotational speed N is greater than N ₀ , the comparator 93 outputs an output signal to cause the timer 96 to measure one second (FIG. 9m). This timer 96 outputs an ON signal "1" for the aforementioned one second (n in FIG. 9) and opens an 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".
(Figure 9 o). That is, by confirming that the engine speed N has rapidly increased from N ₀ to N ₁ within one second, the AND gate 97 outputs "1". Due to the rise of this on signal "1"
FF98 is set and outputs a starting signal "1". The fact that the starting signal (FIG. 9 p) which is the output of this FF 98 is "1" means that the engine 23 is starting. The AND gate 99 is opened in response to the engine start signal from the FF 98. This AND gate 99 has the clock 5
A 10ms clock pulse of 0 is input.
The output of this AND gate 99 is input to the OR gate 54. Since AND gate 99 is open, the pulse of clock 50 is OR.
It passes through a gate 54 and enters an addition/subtraction counter 55 . That is, the clock pulse is input to the addition/subtraction counter based on the starting signal "1" of the starting confirmation means. 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 the engine 23 is started, the throttle valve 35 of the carburetor 28 is fully open, so the engine speed tends to rise rapidly. When N becomes higher than _N2 , the comparator 95 outputs an on signal (FIG. 9r). The ON signal "1" of the comparator 95 is sent to the addition/subtraction counter 55 via a priority circuit 100, which will be described later.
is input to the subtraction command terminal 55a. Add/subtract counter 55 therefore begins to subtract the clock pulses of clock 50. This subtraction causes the engine power control means 204 to rotate the step motor 31 to close the throttle valve 35 of the carburetor 28.
If the engine speed N becomes less than _N2 , the comparison section 9
Since the output of 5 is "0", the subtraction command terminal 55a
The input also becomes "0", and the addition/subtraction counter 55 starts adding again. Therefore, the throttle valve 35 of the carburetor 28
will be reopened. By repeating the above operations, the engine rotation speed N becomes the stall rotation speed N ₂
is maintained. As described above, in this vehicle speed detection 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. Desired vehicle speed
Vd is detected by the rotation of the foot pedal 16. As shown in FIG. 12, an electromagnetic pick-up 101 is attached near the side surface of the tooth tip of the large gear 17 that moves together with the pedal 16. A voltage is induced. The pickup 101 and the large gear 17 constitute a pedal pulse generating means 102. The padal pulse (Fig. 10b) generated here is generated by the shaping circuit 1 consisting of a Schmitt circuit.
03 (see Fig. 7), the waveform is shaped (Fig. 10c), and the frequency is further divided by 2 frequency divider FF104 (the first
Figure 0 d). On the other hand, the engine start signal (FIG. 9p) generated by the FF 98 is input to the one shot 105, which generates an output as shown in FIG. 10A based on the rise of the engine start signal. This one shot 105 and the output of the FF 104 are input to an AND gate 106, and the output of this AND gate 106 is stored in a comparator 107. That is, the output signal of the FF 104 when the output of the one shot 105 is received is stored here (FIG. 10e). The output of this comparison section 107 and FF104 is
is input to EX/OR 108, and its output (10th
The first rising edge of FIG. f) is held by the FF 109 (FIG. 10g). In other words, this FF1
09 is after the output of one shot 105 is turned on.
From the time the FF104 waveform changes polarity for the first time, the on signal "1" continues to be output. This FF10
9 and the output of the shaping circuit 103 are AND gate 1
10 is input. The output of the FF 109 is also input to the priority circuit 100. The output of the AND gate 110 is differentiated by a differentiating circuit consisting of a capacitor 111 and a resistor 112, and is further differentiated by a diode 1.
13, resulting in a pulse as shown in FIG. 10h. Further, the engine start signal of the FF 98 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 clock pulses input from the AND gate 114 at pulse intervals corresponding to the input from the diode 113, ie, the rotational speed of the pedal 16 (FIG. 10i). Therefore, the slower the rotational speed of the pedal 16, the larger this integrated value becomes. This integrated value is determined by the driver's desired vehicle speed, and the desired vehicle speed is set to be greater than the actual vehicle speed in a state where the wheel rotation speed by the foot pedal is higher than the theoretical vehicle rotation speed by the engine. 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. The brake operation detection means is constructed so that the brake signal is "1" when the brake is not applied, and this brake signal "1" is input to the negative input terminal of the AND gate 119. Therefore, this AND gate 11
9 is closed when the brake is not applied, and the "1" output of the FF 98 led to the other input terminal of this AND gate 119 cannot pass through this AND gate 119. Therefore, the output of AND gate 119 becomes an OFF signal. The output of this AND gate 119 is connected to the input terminal of AND gate 120.
is led to the negative input terminal of the gate 121, closes the AND gate 120, and closes the AND gate 121.
open. When the rotation of the pedal 16 changes smoothly and continuously, since the AND gate 121 is open when braking is not being applied, the desired vehicle speed is determined from the counter 115 by the AND gate 121 and the OR gate 1.
23, and are sequentially transferred to the storage unit 116 and stored therein (FIG. 10j). That is, the integrated value of the storage unit 116 corresponding to zero speed in the initial state is compared with the integrated value of the counter 115 in the comparing unit 117, and when the integrated value of the counter 115 is smaller (during acceleration), the integrated value of the counter 115 is compared with the integrated value of the counter 115. The contents are transferred to storage section 116 through AND gate 121 and OR gate 123. 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, the rotational change of the pedal 16 is smooth. The content of the storage section 116 is sequentially rewritten based on the integrated value of the counter 115, assuming that the processing is being performed continuously. 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 stops depressing the pedal 16 and wants to drive at the current speed, and based on the command from the subtraction unit 118 The contents of the storage unit 116 are retained as they are. In other words, the contents of the counter 115 cannot be rewritten. Next, braking will be explained. At this time, based on the brake signal, the memory section 116 is sequentially rewritten with the vehicle speed at that time, that is, the contents of the memory section 91, and thereby the vehicle speed when the brake is released is stored in the memory section 116.
16, and if the pedal 16 is memorized after the brake is released.
If the engine is not rotated, the engine is controlled to maintain the same 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 is "0" during braking. As mentioned above, this brake signal is applied to the AND gate 119.
Since the output of the FF98 is led to the other input terminal of this AND gate 119, the AND gate 1 is inputted during braking.
19 generates an on signal, AND gate 120
and closes the AND gate 121. Note that in AND gate 121, AND gate 1
As described above, the input terminal for inputting the output of No. 19 is the negative input terminal. and gate 12
The integrated value based on the binary system of the storage section 91 is input to 0 via the bus 122. During braking, this integrated value passes through an AND gate 120 and an 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 vehicle wants to travel at that speed, the AND gate 121 is opened.
As mentioned above, the contents of the storage section 116 are stored in the subtraction section 118.
is held as is based on the command of counter 1.
The contents of 15 will not be 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. When desired vehicle speed<traveling vehicle speed, 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 engine 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 decreases. 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
A subtraction command is issued to the subtraction command terminal 55a of the addition/subtraction counter 55. FIG. 13A shows the configuration of this circuit. Here, the gate 12 used in this circuit
The operation of step 5 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. Also, the a input terminal is “0”
When , whether the b input terminal is "1" or "0", c
No output appears on the output terminal. In other words, Figure B
This is equivalent to the relay 125a shown in FIG. Now, when switch a' is turned on, relay coil 125b is energized, and contact 125 between b input terminal and c output terminal
5c is turned on. When a brake signal is input to this priority circuit 100, this brake signal is given the highest priority, passes through a gate 125, is inverted at a gate 126, and enters an OR gate 127. Since the brake signal becomes "0" during braking, 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 the FF 109. That is, as described above, when the pedal 16 is rotated, the FF 109 generates a signal as shown in FIG. The command enters OR Gate 127. Further, when the engine 23 reaches a stall rotational speed _N2 or more, the comparison section 95 outputs an on signal "1".
30 to the OR gate 127.
When the brake is applied, the brake signal becomes "0" and the output of the gate 125 closes both the gate 128 and the gate 130. Therefore, the brake signal is given top priority. Next, since the brake signal is "1" when not braking, the gate 12
The output of 5 is also "1", so the gate 128 is opened. Therefore, if FF109 is "1", gate 130
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 the FF 109 is "0", the off signal "0" of the FF 109 is inverted at the output end of the gate 128, so the gate 130 is opened. Therefore, only the subtraction command of the comparator 95 is OR.
Enter gate 127. The speed control characteristics of this embodiment described above are shown in FIG. 14. During the acceleration period a, the desired vehicle speed is maintained 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 pedal force on the pedals 16 is kept constant, the vehicle will travel at a constant speed in response to the rotation of the pedals 16 (FIG. 2(b)). If the pedal force is weakened and the rotation of the pedal 16 is gradually delayed, the throttle valve 35 of the carburetor 28 will also be gradually closed (FIG. 3(c)). If the user stops pressing 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 same figure). When the pedal 16 is rotated again and the driver's desired speed given by the pedal 16 exceeds the traveling speed, the engine is again controlled to follow the 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. In the embodiment described in detail above, the desired vehicle speed is detected from the large gear 17 that rotates together with the pedal 16, but the present invention is not limited to this, and the necessary driving force is detected from the tension applied to the chain 20. The engine output may be controlled by calculating the engine output. As described above, this invention detects engine starting when the engine rotational speed reaches a set rotational speed lower than the stall rotational speed at which the centrifugal clutch is connected within a set time, and detects the vehicle speed from the rotational state of the foot pedal. Since the engine output is controlled so as to approach the desired vehicle speed, it is possible to reliably detect the start of the engine, and there is no need to open or close the throttle valve of the carburetor before starting the engine. That is, engine output control is started after the engine has been reliably started.

[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 this embodiment, FIG. 6 is a flowchart of one embodiment, FIG. 7 is a block diagram showing vehicle speed detection means, vehicle speed command means and comparison calculation means, and FIG. 8 is a block diagram of this embodiment. 9 and 10 are block diagrams showing engine output control means.
Figure 11 is a time chart, Figure 11 is an engine pulse detection circuit, Figure 12 is a side view showing how the pedal pulse detector is installed, Figure 13 is a priority circuit, and Figure 14 is an example of speed control in this embodiment. It is. 16...Foot pedal, 23...Engine, 2
8... Carburetor, 31... Step motor, 31
a to 31d... Stator winding, 35... Throttle valve, 5
5... Addition/subtraction counter, 90, 115... Counter, 200... Speed control means, 201... Vehicle speed detection means, 202... Vehicle speed command means, 203... Comparison calculation means, 204... Engine output control means.

Claims (1)

[Scope of Claims] 1. A first drive means for driving the wheels by rotation of a foot pedal, and a second drive means for driving the wheels by an engine via a centrifugal clutch,
In a vehicle in which both drive means operate in cooperation, engine start is detected because the engine rotational speed has reached a set rotational speed lower than the stall rotational speed at which the centrifugal clutch is connected within a set time, and then the In a state where the wheel rotation speed by the foot pedal is higher than the wheel rotation speed by the engine, a desired vehicle speed detected from the rotation state of the foot pedal and set higher than the actual vehicle speed is compared with the actual vehicle speed, and the desired vehicle speed is compared with the actual vehicle speed. A method for controlling the speed of a vehicle, characterized in that the output of the engine is electrically controlled so that the actual vehicle speed approaches the desired vehicle speed based on the difference between the actual vehicle speed and the desired vehicle speed. 2. A first drive means for driving the wheels by rotation of a foot pedal, and a second drive means for driving the wheels by an engine via a centrifugal clutch,
In a vehicle in which both drive means move together, the vehicle speed detection means detects the actual vehicle speed, and the wheel rotation speed by the foot pedal is set to be higher than the actual vehicle speed in a state where the wheel rotation speed by the engine is higher than the wheel rotation speed by the engine. a vehicle speed command means for detecting the desired vehicle speed from the rotational state of the foot pedal; a comparison calculation means for electrically comparing the actual vehicle speed and the desired vehicle speed; an engine output control means for electrically controlling the opening of the throttle valve so that the opening of the throttle valve approaches the opening of the throttle valve; A speed control device for a vehicle, comprising: start confirmation means for outputting a start signal to the comparison calculation means, wherein the comparison calculation means starts operating the engine output control means based on the start signal.