CN208069942U - Fast disassembly type bicycle power auxiliary device - Google Patents

Abstract

The utility model is a quick-detachable bicycle power auxiliary device, which includes a housing and a composite power wheel. A battery and a controller are arranged inside the housing. The composite power wheel is closely attached to the side of the bicycle tire through an elastic device. The elastic device has a certain Inclination angle; make the composite power wheel better fit the side of the bicycle tire. The composite power wheel includes a power wheel housing, a brushless motor, an overrunning clutch and rubber wheels. The power wheel housing is rotated and installed on the top of the housing, and the brushless motor is fixed on the power wheel. On the shell, the power output end of the brushless motor is connected to the inner shaft of the overrunning clutch, and the rubber wheel is sleeved on the outer shaft of the overrunning clutch. One side of the rubber wheel extends out of the power wheel shell and contacts the side of the bicycle tire. A speed measuring Hall is installed on the upper side of the rubber wheel. The sensor and the speed measuring magnet, the controller is connected with the battery, the brushless motor, the speed measuring hall sensor and the speed measuring magnet, and the casing is fixed on the bicycle body through a strap.

Description

Quick release bicycle power assist device

technical field

The utility model belongs to the technical field of bicycles, in particular to a quick-detachable bicycle power auxiliary device.

Background technique

Cycling is the most common way of travel for the public. However, limited by manpower, bicycle travel is not labor-saving, and it is difficult to travel long distances. Therefore, it is a common solution to use motors for power assistance. At present, there are two main types of driving technologies for electric vehicles. One is the drive in the hub, that is, the motor is installed on the shaft, the outer ring of the motor is covered with the hub, and the rotation of the motor drives the wheel to rotate. This is also a common driving method for finished electric vehicles. The second type is out-of-wheel drive, which can be divided into chain drive and friction drive, that is, the motor power gear is connected with the bicycle chain, and the motor rotates to drive the chain to run, which further drives the wheel to rotate, or the motor power wheel is in contact with the tire, through friction. Drive the wheels to turn.

For example, the utility model patent with the authorized announcement number CN201280208Y discloses a driving mode in which the motor is placed under the bicycle frame and the central shaft of the vehicle is driven by a chain. This method must refit the central shaft and the tooth plate, and is inconvenient to disassemble . The utility model patent with the authorized notification number CN201580521U discloses a driving method in which an additional gear is installed for the center shaft, and the gear is driven by a motor, and then the center shaft is driven to rotate. Obviously, this method also requires specific modifications to the vehicle. The utility model patent with the authorized notification number CN202935528U discloses a driving method in which the motor drive part is placed directly above the rear wheel, the position and pressure are adjusted by using four connecting rods, and the rear wheel is driven forward by the friction of the motor power wheel. This method is not suitable for vehicles with rear seats or rear fenders, and the adjustment of the connecting rod is complicated. When the power is fed or cut off, the connecting rod needs to be adjusted to keep the power wheels away from the rear tires, and it obviously does not have quick disassembly and assembly. Easy to carry features. The utility model patent whose authorization notification number is CN203844939U discloses a kind of driving method that is fixed on the back of the bicycle seat shaft and pressed on the rear wheel tire. This method is more convenient to install and is currently the most elegant retrofit solution on the market. But this solution is still not suitable for vehicles with rear seats or fenders, and the seat needs to be removed first when disassembling, and there is no corresponding adjustment device to separate the wheels from the power wheels after power feeding, so once the power is cut off, the riding The running resistance will increase significantly, and it is troublesome to manually adjust the height of the entire device after getting out of the car.

By analyzing the existing power assist devices, we can summarize several disadvantages of the existing solutions:

1. It is only suitable for vehicles with a specific appearance, and even the vehicle body needs to be modified.

2. The power auxiliary equipment cannot be disassembled quickly.

3. It is heavy or bulky and inconvenient to carry around.

4. Non-integrated design often requires additional installation of accelerator and brake detection devices

5. Some devices use a simple continuous power assist method, which cannot effectively sense the uphill and downhill and the user's braking behavior, and there are potential safety hazards when riding.

With the return of the concept of bicycle green travel, people need a power auxiliary device that can be disassembled and easily carried at any time in their daily life, so that they can use shared bicycles on the roadside at any time when commuting and going out to realize long-distance easy riding Row.

Utility model content

The purpose of the utility model is to provide a quick-detachable bicycle power auxiliary device, which can be applied to any vehicle type, and is easy to disassemble and carry.

The utility model quick-detachable bicycle power auxiliary device includes a housing and a composite power wheel, a battery and a controller are arranged inside the housing, the composite power wheel is closely attached to the side of the bicycle hub through an elastic device, and the composite power wheel includes a power wheel shell, Brushless motor, overrunning clutch and rubber wheels. The power wheel housing is installed on the top of the housing in rotation, with its central axis pointing to the wheel axle. The brushless motor is fixed on the power wheel housing. The power output end of the brushless motor is connected to the inner shaft of the overrunning clutch. The wheel sleeve is on the outer shaft of the overrunning clutch. The side of the rubber wheel has a certain inclination angle. One side protrudes from the power wheel shell and contacts the side of the bicycle hub. The speed measuring hall sensor and the speed measuring magnet are installed on the upper side of the rubber wheel. The brush motor, the speed measuring hall sensor and the speed measuring magnet are fixed on the bicycle body by a strap.

The housing is built with a gyroscope, an air pressure sensor, a current sensor and a voltage sensor. The current sensor measures the battery output current, and the voltage sensor measures the battery output voltage. The gyroscope, the air pressure sensor, the current sensor and the voltage sensor are all connected to the controller.

A fan impeller is arranged between the brushless motor and the overrunning clutch, and the fan impeller is fixed to the power output end of the brushless motor.

The elastic device includes an elastic shaft and a strong torsion spring. The power wheel casing is rotated and installed on the top of the housing through the elastic shaft. The strong torsion spring is sleeved on the elastic shaft. on the shell.

The power wheel housing is provided with a limiter on the side away from the bicycle hub. The upper part of the housing is rotated and installed with a hasp two on the side away from the bicycle hub. The front end of the hasp two is rotated and installed with a snap ring two. The stopper on the power wheel shell contacts to pull back the power wheel shell.

One end of the strap is fixed with a movable splint, the other end of the movable splint is hinged to the housing, one side of the movable splint is provided with a fixed splint, the fixed splint is fixed to the housing, the other end of the strap is fixed with a long-stroke card slot, and the other end of the movable splint is fixed to the housing. Buckle 1 is installed on one side for rotation, snap ring 2 matched with the card groove is installed on the front end of buckle 1, ear plate is arranged on the shell, and the rear end of buckle 1 is provided with a card hole that can be stuck on the ear plate ; There are non-slip rubber pads inside the movable splint and the fixed splint.

Compared with the prior art, the utility model has the following beneficial effects:

It eliminates the need for users to add accelerator handles and brake detection switches to the vehicle, so that all functions are integrated on a single device, which is convenient for users to quickly disassemble and assemble. The side friction of the tire makes the device not limited by the front and rear mudguards, the vehicle basket and the rear seat of the bicycle. The motor uses a light and thin brushless motor, the weight does not exceed 60g, and the weight of the whole device does not exceed 800g. The volume is about the size of ordinary mineral water, which is easy to carry, so as to meet the needs of users to increase power for bicycles anytime and anywhere.

Description of drawings

Fig. 1 is a schematic diagram of the three-dimensional structure of the utility model;

Fig. 2 is the structural representation of composite power wheel in the utility model;

Fig. 3 is a schematic view of the structure of the utility model;

Fig. 4 is the left view structure diagram of the utility model;

Fig. 5 is a structural schematic diagram of installation and use of the utility model;

Fig. 6 is the control flowchart of the present utility model;

Fig. 7 is the realization structure diagram of multi-layer neural network;

In the figure, 1. Composite power wheel, 2. Snap ring 2, 3. Buckle 1, 4. Ear plate, 5. Controller, 6. Snap ring 1, 7. Card slot, 8. Shell, 9. Binding Belt, 10, fixed splint, 11, elastic device, 12, power wheel shell, 13, overrunning clutch inner shaft, 14, speed measuring hall sensor, 15, speed measuring magnet, 16, overrunning clutch outer shaft, 17, strong torsion spring, 18. Brushless motor, 19. Fan impeller, 20. Rubber wheel, 21. Limiter, 23. Front fork, 24. Bicycle hub, 25. Buckle 2, 26. Moving splint, 27. Anti-slip rubber pad.

Detailed ways

Below in conjunction with embodiment the utility model is further described.

The quick-detachable bicycle power auxiliary device shown in Figures 1 to 7 includes a housing 8 and a composite power wheel 1, a battery and a controller 5 are arranged inside the housing 8, and the composite power wheel 1 is tightly attached to the bicycle through an elastic device 11. On the side of the bicycle hub 24, the composite power wheel 1 includes a power wheel housing 12, a brushless motor 18, an overrunning clutch and a rubber wheel 20, the power wheel housing 12 is rotatably mounted on the top of the housing 8, and the brushless motor 18 is fixed on the power wheel housing 12 , the power output end of the brushless motor 18 is connected to the inner shaft 13 of the overrunning clutch, and the rubber wheel 20 is set on the outer shaft 16 of the overrunning clutch. contact, a speed measuring hall sensor 14 and a speed measuring magnet 15 are installed on the upper side of the rubber wheel 20; on the body.

The brushless motor 18 can be a low-torque motor with a thin design, with a KV value of about 300-400, and a peripheral rotation type, such as a 5008 type, a brushless motor 18 of KV340. The fan impeller is to discharge the heat generated by the motor in time. The overrunning clutch is a kind of one-way bearing. Taking the counterclockwise direction as an example, when the speed of the outer shaft 16 of the overrunning clutch exceeds the inner shaft 13 of the overrunning clutch, the bearing has no resistance; when the speed of the inner shaft 13 of the overrunning clutch exceeds the outer shaft 16 of the overrunning clutch, The inner shaft 13 of the overrunning clutch is locked with the outer shaft 16 of the overrunning clutch, and the inner shaft 13 of the overrunning clutch drives the outer shaft 16 of the overrunning clutch to rotate at the same angular velocity. When the bicycle wheel rotates, the rubber wheel 20 is always consistent with the linear velocity of the bicycle hub 24. If the start-up condition of the brushless motor 18 or the battery feed cannot be reached, the inner shaft 13 of the overrunning clutch does not rotate or the speed is lower than the outer shaft 16 of the overrunning clutch. Therefore clutch is disengaged, can not drive brushless motor 18 to rotate, does not produce resistance. When the brushless motor 18 starts, the speed of the inner shaft 13 of the overrunning clutch will surpass the outer shaft 16 of the overrunning clutch. At this moment, the inner and outer shafts are locked, and the load of the brushless motor 18 drives the bicycle hub 24 to accelerate through the rubber tire 20. That is to say, the user's speed is faster than the brushless motor 18 and does not generate resistance. Like ordinary riding, the state of the brushless motor 18 is reversed after working, which has an obvious boosting effect for the user. Cooperating with the control logic, the brushless motor 18 starts and stops automatically during the riding process, and the user does not need to stop and manually adjust the contact state between the device and the bicycle hub 24 during the entire riding process.

The housing 8 is built with a gyroscope, an air pressure sensor, a current sensor and a voltage sensor, the current sensor measures the battery output current, the voltage sensor measures the battery output voltage, and the gyroscope, the air pressure sensor, the current sensor and the voltage sensor are all connected to the controller 5 .

A fan impeller 19 is arranged between the brushless motor 18 and the overrunning clutch, and the fan impeller 19 is fixed to the power output end of the brushless motor 18 .

The elastic device 11 includes an elastic shaft and a strong torsion spring 17, the power wheel housing 12 is mounted on the top of the housing 8 through the rotation of the elastic shaft, the strong torsion spring 17 is sleeved on the elastic shaft, and one end of the strong torsion spring 17 is stuck on the housing 8 , the other end is stuck on the power wheel housing 12.

The power wheel housing 12 is provided with a limiter 21 on one side away from the bicycle hub 24, and the upper part of the housing 8 is provided with a buckle 25 for rotation on the side away from the bicycle hub 24, and a snap ring 22 is mounted on the front end of the buckle 25 for rotation. Snap ring two 2 on the buckle two 25 is in contact with the stopper 21 on the power wheel housing 12 to pull the power wheel housing 12 back and forth.

One end of the strap 9 is fixed with a movable splint 26, the other end of the movable splint 26 is hinged with the housing 8, a fixed splint 10 is arranged on one side of the movable splint 26, the fixed splint 10 is fixed with the housing 8, and the other end of the strap 9 is fixed with a The long-stroke card slot 7, the other side of the housing 8 is rotatably equipped with a hasp-3, and the front end of the hasp-3 is rotatably installed with a clasp-6 that matches the card slot 7, and the housing 8 is provided with an ear plate 4, The rear end of the buckle-3 is provided with a clamping hole that can be stuck on the ear plate 4; the movable splint 26 and the fixed splint 10 have anti-slip rubber pads 27 inside.

The anti-slip rubber pad 27 is a flexible silicone pad, which prevents the device from rotating around the car pipe and avoids scratching the car paint. Can be adapted to any thickness of the car tube.

During installation, as shown in Figure 5, this is an actual installation diagram of a 24-inch bicycle. The user places the device on the rear side of the front fork 23 so that the composite power wheel is highly coincident with the side of the bicycle hub 24 (note: the side of the rubber wheel has a certain slope). According to the difference of the circumference of front fork 23, select 7 suitable draw-in slots at one end of strap 9, and tighten strap 9 with buckle-3 and snap ring-6. The user pulls up the hasp one 3, and the compound power wheel 1 is compressed on the bicycle hub 24 by the action of the built-in strong torsion spring 17 of the elastic device 11. Because there is a certain angle in the elastic force device 11, the axis of the composite power wheel 1 is directed to the axis of the bicycle hub 24 as far as possible, so that the direction of rotation of the rubber wheel 20 is as close as possible to the direction of rotation of the bicycle hub 24 at the contact point. After the user gets on the car, with the control algorithm, the device provides power for the vehicle according to the user's intention and road conditions. After parking, the user first pulls the compound power wheel 1 back, and the hasp 2 25 and snap ring 2 2 vertically lock the power wheel housing 12, so that the compound power wheel 1 leaves the bicycle hub 24. Then the user pulls up the hasp one 3, and the strap 9 falls off naturally. The user removes the entire device and takes it with him.

The mechanical part of the above-mentioned device can be quickly disassembled and powered by friction. In the actual riding process, there are various situations such as uphill, downhill, road bumps, obstacles, etc., and the user needs to accelerate and decelerate the vehicle at any time. Generally, bicycle power devices are equipped with brakes and accelerators with brake detection, but considering the quick disassembly, light weight and simplified design of the device of the utility model, users cannot add front and rear brake detection and accelerators to any vehicle. , in order to better adapt to the user through a series of built-in sensors, using the controller control.

The controller control process is as follows:

(1), speed measuring magnet 15, speed measuring Hall sensor 14 coordinate real-time detection wheel linear velocity, when wheel linear velocity is greater than threshold value r, calculate user's desired power Pu, controller 5 controls motor start-up, makes motor output power stable at Pu, Drive the vehicle forward. When the linear velocity of the wheel is less than r, the controller 5 controls the motor to stop working automatically. The threshold r1 can avoid the speeding behavior caused by the misunderstanding of the vehicle at low speed, and the value range of r1 is 0-10km.

(2) When the user brakes, the speed of the rubber wheel 20 measured by the speed measuring Hall sensor 14 drops, and the negative value expected instantaneous acceleration αu can be calculated with reference to the road surface gradient. If the acceleration is lower than a threshold value, the motor stops working for a while time, when the acceleration is stabilized above the threshold, the controller 5 continues to control the motor to accelerate. Considering that the speed of the vehicle decreases slowly when there is no power, the threshold value r2 should be in the range of negative numbers, and the threshold value is less than -0.2 m/s ² .

In the step 1, the user's expected power Pu is calculated by the following formula:

P _u = V(ma _u + F),

Where m is the weight of the vehicle and the user, F is the frictional resistance when the vehicle is riding, αu is the desired instantaneous acceleration, and V is the vehicle speed.

When the user is riding, he must first calculate the real driving acceleration based on the slope of the road, and then judge the user's behavioral intentions of constant speed, acceleration, and deceleration. One turn of the rubber wheel 20 in the device will generate a Hall interruption with a time interval of Δtv, so the vehicle acceleration can be calculated as follows:

The user expects the acceleration αu to be

α _u =α-α _g

1 is the circumference of the rubber tire, αg is the acceleration of the vehicle affected by gravity, when going uphill, αg is a negative value, and when going downhill, αg is a positive value.

The acceleration αg of the vehicle affected by gravity can be obtained through trigonometric functions;

α _g ＝g×sin γ

In the formula, γ is the real pitch angle of the vehicle, which reflects the uphill and downhill state of the vehicle, and can be calculated by the following formula:

γ _t+1 = filter(γ _t , Δ _θ , β)

Among them, filter is a filter function, which uses the second and subsequent variables to filter the first input variable, and θ is the attitude angle of the gyroscope. Since the angles of fixed axes such as front forks and rear beams of different vehicles are different, the absolute angle θ filtered by the gyroscope cannot be used to represent the vehicle inclination angle, and Δθ must be used to reflect the change of the vehicle inclination angle measured by the gyroscope, Δ _θ = θ _{t+ n} -θ _t , is the difference between the current gyroscope angle θ and the θ before n time periods. The number n satisfies the condition Δt _h =n×Δt _g , Δt _h is the time interval between two value changes of the air pressure sensor, that is, Δθ is updated simultaneously when the air pressure sensor changes.

However, during the riding process, due to the influence of road bumps, the attitude angle calculated by the gyroscope still fluctuates greatly even if θ is filtered. Because the vehicle will get a negative acceleration due to the influence of gravity when going uphill, it is difficult for the device to judge the current road slope when the gyroscope is disturbed. In the absence of an external brake sensor, it is easy to be mistaken for the user's brake, causing the system power off. It is a difficult problem in engineering to judge the attitude of an object in a bumpy state through a gyroscope. The utility model solves this problem by introducing a third reference quantity: road surface slope β.

β is obtained by the air pressure sensor, its update frequency is slow, and the air pressure changes are objective and stable, so β and θ can be combined for filtering, β is used as the main numerical part, and Δθ is set with a smaller weight to reflect the instantaneous pitch around the z-axis The angular change of the corner. Through filtering, the real pitch angle γ of the vehicle can be obtained. In addition, the calculations of Δθ, β and V are as follows:

1. Gyroscope attitude angle change Δθ

The gyroscope G is a six-axis gyroscope. By measuring the acceleration in the xyz direction and the angular velocity of the xyz axis, the angle θ between the power unit and the horizontal plane is calculated:

θ _t+1 = filter(θ _t , θ _α , θ _g )

Where θ _α is the included angle measured by the acceleration sensor, and θg is the rotation angle obtained by integrating the value of the angular velocity sensor. The θα obtained by the acceleration sensor has no time accumulation error, but it is very sensitive to vibration; external vibration has little effect on θg, but long-term integration will produce accumulation error. Therefore, θg can be set as the main numerical source, and θα can be set with a smaller weight to correct the error of θg. The filtering algorithm in the formula can be any filtering algorithm. Δθ represents the pitch angle change of the power plant around the z-axis in a short period of time.

2. Road slope β

The air pressure sensor measures the atmospheric pressure P. For every 9m rise, the air pressure decreases by 100 Pa. Use the difference Δp of the two changes of the air pressure sensor, and divide it by the time interval Δt between the two changes. Cooperate with the relationship between air pressure and altitude, vehicle speed and trigonometric function, you can Get the road slope β.

Δs=V×Δt _h

Among them, Δh is the altitude change within the time Δth, and Δs is the distance traveled by the vehicle within the time Δth, and the two are simplified into the right-angled side and the hypotenuse of the triangle, so that the road surface angle β can be obtained through the inverse trigonometric function. Compared with the attitude angle θ, the road surface angle β is more stable, but the reaction time is slower, so β can be regarded as an objective variable, and there is no need to calculate the change per unit time.

3. Vehicle speed V

The velocity measuring hall is used to calculate the linear velocity of the rubber wheel, which is the bicycle speed S due to the friction between the rubber wheel and the tire. The rubber wheel has a magnet. When the magnet passes through the Hall sensor, an electric pulse will be generated. By calculating the interval δt between the two electric pulses and the circumference l of the small magnet’s rotation, the instantaneous speed v can be obtained, which can be obtained after filtering Vehicle speed V.

V = filter(V, v)

Putting the above original physical quantities into the Pu calculation formula P _u =V(mα _u +F), the calculation method of Pu is:

Among them, m is the weight of the vehicle and the user, and F is the frictional resistance when the vehicle is riding. At low speeds, m and F are considered constants. The user can increase or decrease m and F constants at the same time through the app or the knob. The knob can be connected to the road handle. If the user increases m and F, the basic output power of the device will increase when αu=0, otherwise the basic output power will decrease. The above constants can be dynamically adjusted during riding. The controller MCU uses PWM to control the power output. If P=UI obtained by the voltage sensor and current sensor is less than Pu, the PWM is gradually increased, otherwise, the PWM is decreased until P is stable at Pu.

In the step (2), an abnormality detection mechanism based on a sequential neural network is also provided, and the neural network is used to judge whether the user brakes; when the expected instantaneous acceleration αu is too low or the neural network determines that the brake is applied, the motor will be powered off.

The above controls are all based on the assumption of normal driving. Since the device itself does not have manual control interfaces such as brake detection and accelerator, when the vehicle is dumped, hit, or the power wheels slip, unpredictable consequences may occur according to the established control logic. For example, when the vehicle falls to the ground or the power wheel slips, the resistance suddenly disappears, and the system instantly obtains a large and wrong expected instantaneous acceleration αu, causing the power to increase suddenly and the wheels to accelerate. The analysis found that although the wheel speed increased at this time, the power load decreased instantly, which did not meet the state of normal riding. In order to allow the device to actively discover the abnormal behavior of the sensor, an abnormal detection mechanism based on a sequential neural network is added to the control algorithm of the utility model to realize double insurance of control.

Using a neural network is divided into two steps, preparing the training data and training the network. The original input data is the instantaneous sensor vector x of each time interval during riding, and each time interval is based on one revolution of the power wheel. The input instantaneous state vector x is a 6-dimensional vector:

x=(V, α _u , Δ _β , Δ _θ , Δ _I , Δ _U )

Among them, V is the speed measured by the power wheel, αu is the instantaneous expected acceleration, Δβ is the angle difference measured by the air pressure sensor per unit time interval, Δθ is the angle difference measured by the six-axis gyroscope per unit time, and ΔI is the angle difference measured per unit time Current change, ΔU is the battery voltage change per unit time. Each column of data is standardized to [-1, 1]. Each input instantaneous state vector corresponds to a 3-dimensional output instantaneous state vector o:

o=(S _b , S _t , S _g )

Among them, Sb is the braking force (break), St is the center shaft torque (torque moment) caused by the force exerted by the user, and Sg is whether the vehicle tire is in contact with the ground (ground). Sb uses the Hall sensor installed on the experimental vehicle to measure the proximity, and the value range is standardized to [0, 1], reflecting the user's braking force from small to large. The torque state St is measured by the torque sensor installed on the central axle of the experimental vehicle and normalized to [0, 1], reflecting the pedaling strength of the user. The ground contact state Sg is measured by the pressure sensor placed at the front axle of the experimental vehicle, and the value is 0 or 1, representing no contact or contact with the ground. The relevant three sensors are only set on the experimental vehicle to collect and output the instantaneous state vector. During the experiment, the driving device is installed on the front wheel, and the experimenter performs various long-distance riding simulations, and cooperates with three sensors to collect a large number of input instantaneous states and corresponding output instantaneous states.

When training the neural network, the original data is packed with a smooth moving time window, and each time the window is shifted by one time point. Given a time window W that moves over time, let W contain the input state vector x of n time nodes, and each time window W corresponds to a set of original input state tensors X of size (n, 6). Similarly, each time window corresponds to a set of (n, 3) raw output state tensors. Through m times of time window translation, the training data is divided into input and output, the input data is a 3-dimensional tensor (m, n, 6), the output data corresponds to a 3-dimensional tensor (m, n, 3), and then the output is passed The tensor is averaged along the second coordinate axis to obtain the final 2-dimensional output tensor (m, 3). That is, there are m time-series input sequences X=(x _t , x _t+1 , . . . , x _t+n-1 ), and each X corresponds to an output state 0.

The anomaly detection mechanism of the utility model is realized by using a multi-layer neural network, and the network is composed of three functional subnets. (1) LSTM long short-term memory model, (2) CNN temporal convolutional neural network (3) fully connected classification network, as shown in Figure 7. Since LSTM, CNN and fully-connected networks are some relatively common knowledge in deep learning in the field of machine learning, this utility model focuses on describing the network form, and does not repeat the specific parameter adjustment algorithm.

(1) Given n time series input sequences X, the expected output is 0. The LSTM long short-term memory model converts the input sequence X into a hidden vector Hlstm. First, LSTM converts X into a sequence tensor of dimension (n, Llstm), where each vector ht of dimension Llstm corresponds to the original input xt. Then average pooling is performed on the tensor according to the second axis to obtain a hidden layer vector H1stm whose dimension is Llstm. (2) The CNN convolutional layer convolves the input sequence X according to the time sequence, and the convolutional layer is composed of a variety of convolution kernels with different lengths and uniform depths. The scan window (stride window) and number of convolution kernels can have various combinations. Through the convolution operation, the input sequence X becomes a feature tensor of different lengths and uniform depth. By performing maximum pooling and flattening operations on these feature tensors, a hidden layer vector Hcnn with dimension Lcnn is obtained. (3) The fully connected layer first splices H1stm and Hcnn, then passes through one or more layers of fully connected neural networks, and finally maps the output to the output layer to obtain the output vector o=(S _b , S _t , S _g ). It is agreed that Sb>0.5 is regarded as the user's braking; St>0.1 is regarded as the user's stepping force; Sg<0.5 is regarded as the resistance disappears.

After the training data is given, the neural network adjusts the parameters of the hidden layer through reverse feedback, and finally achieves the purpose of inputting the instantaneous state and the corresponding output instantaneous state. Therefore, when the state of the vehicle is not within the normal range (such as speeding, falling, and power wheel slipping), although the classical control method will give an acceleration command to make the tires continue to accelerate, the neural network will feedback in time that is too small or even very small Sg value, the system will first determine the abnormality of the vehicle according to the output of the neural network, and then stop the power output to avoid danger.

In summary, the utility model saves the user from adding an accelerator handle and a brake detection switch on the vehicle, so that all functions are integrated into a single device, which is convenient for the user to quickly disassemble and assemble. The side friction of the tire makes the device not limited by the front and rear mudguards, the vehicle basket and the rear seat of the bicycle. The motor uses a light and thin brushless motor, the weight does not exceed 60g, and the weight of the whole device does not exceed 800g. The volume is about the size of ordinary mineral water, which is easy to carry, so as to meet the needs of users to increase power for bicycles anytime and anywhere.

Claims (7)

1. a kind of fast disassembly type bicycle power auxiliary device, including shell (8) and composite moving wheels (1), the internal setting of shell (8) There are battery and controller (5), it is characterised in that：Composite moving wheels (1) is tightly attached to cycle hub by elastic force apparatus (11) (24) side, composite moving wheels (1) include power hub cap (12), brushless motor (18), freewheel clutch and rubber tire (20), are moved Wheels shell (12) is rotatably installed at the top of shell (8), and brushless motor (18) is fixed on power hub cap (12), brushless motor (18) power output end connection freewheel clutch inner shaft (13), rubber tire (20) are sleeved on freewheel clutch outer shaft (16), rubber tire (20) side has certain angle of inclination, side to stretch out power hub cap (12) and contacted with cycle hub (24) side, shell (8) It is fixed on vehicle by bandage (9).

2. fast disassembly type bicycle power auxiliary device according to claim 1, it is characterised in that:Installation on the upside of rubber tire (20) Test the speed Hall sensor (14) and the magnet that tests the speed (15), and controller (5) connects battery, brushless motor (18), the Hall that tests the speed and passes Sensor (14) and the magnet that tests the speed (15).

3. fast disassembly type bicycle power auxiliary device according to claim 1, it is characterised in that：The shell (8) is built-in There are gyroscope, baroceptor, current sensor and voltage sensor, current sensor measurement cell output current, voltage to pass Sensor measures cell output voltage, and gyroscope, baroceptor, current sensor and voltage sensor connect with controller (5) It connects.

4. fast disassembly type bicycle power auxiliary device according to claim 1 or 2, it is characterised in that：The brushless motor (18) blast fan (19), the power output end of blast fan (19) and brushless motor (18) are provided between freewheel clutch It is fixed.

5. fast disassembly type bicycle power auxiliary device according to claim 4, it is characterised in that：The elastic force apparatus (11) Including axis of elasticity and strength torsional spring (17), power hub cap (12) is rotatably installed in by axis of elasticity at the top of shell (8), and strength is turned round Spring (17) is sleeved on axis of elasticity, and strength torsional spring (17) one end is stuck on shell (8), and the other end is stuck on power hub cap (12).

6. fast disassembly type bicycle power auxiliary device according to claim 1, it is characterised in that：The power hub cap (12) far from cycle hub (24) side setting finite place piece (21), shell (8) top is far from cycle hub (24) side It is rotatablely equipped with hasp two (25), hasp two (25) front end is rotatablely equipped with snap ring two (2), the snap ring two on hasp two (25) (2) it is contacted with the locating part (21) on power hub cap (12), to play power hub cap (12) of pulling back.

7. fast disassembly type bicycle power auxiliary device according to claim 1, it is characterised in that：Described bandage (9) one end It is fixed with dynamic clamping plate (26), clamping plate (26) other end is moved and is hinged with shell (8), dynamic clamping plate (26) side is provided with clamp plate (10), clamp plate (10) is fixed with shell (8), and bandage (9) other end is fixed with the card slot (7) of long stroke, shell (8) other side It is rotatablely equipped with hasp one (3), hasp one (3) front end is rotatablely equipped with and the snap ring one (6) of card slot (7) cooperation, on shell (8) It is provided with otic placode (4), the rear end of hasp one (3) is provided with the card hole that can be stuck on otic placode (4)；Dynamic clamping plate (26) and clamp plate (10) there is antiskid rubber (27) in inside.