JP2000128060A - Drive system for power assisted vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent an insufficient supply of assist torque under low temperatures. SOLUTION: This device comprises a drive force transmission means 2 that transmits drive torque applied from the outside to a drive wheel, an assist means 3 that assists in driving a drive wheel 101 by means of a travel assist motor 31, a controller 4 that controls the drive of the travel assist motor 31, a torque sensor 5 that detects drive torque of the drive force transmission means 2, and a temperature sensor 6 that detects an outside air temperature. When the temperature detected based on the output from the temperature sensor 6 is below a predetermined level, the controller 4 provides control to augment the output of the travel assist motor 31.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for an electrically assisted vehicle that can travel while using a travel assist motor as an auxiliary.

[0002]

2. Description of the Related Art A conventional electric power assisted bicycle as an electric power assisted vehicle can obtain a large driving force with a small pedaling force by supplementing a constant ratio of power to a pedaling force with a travel assist motor.

[0003] This electric assist bicycle includes a driving force transmitting means for transmitting a driving torque to driving wheels by receiving a pedaling force from a pedal, the above-described travel assist motor, a controller for controlling the drive of the travel assist motor, and a drive force transmission. The driving device includes a torque sensor for detecting a driving torque of the means and a vehicle speed sensor for detecting a vehicle speed of the electric assist bicycle.

[0004] The controller drives a travel assist motor with a predetermined output by supplying a current according to the situation during travel. That is, in this controller, the driving assist motor is driven with a constant initial value current, a correction value of the current corresponding to the torque sensor output detected at that time is added to the initial value current, and the added current value is On the other hand, a new current value is set by multiplying by a coefficient corresponding to the output of the vehicle speed sensor, and the current value to be supplied to the travel assist motor is updated. The motor control is continuously performed as long as the torque fluctuation or the vehicle speed fluctuation occurs.

[0005] As a result, in the above-described conventional electric assist bicycle, it is possible to obtain a riding feeling that is not different from that of a normal bicycle on a flat ground or a downhill where the load torque is small.
In places where the load torque is large, such as on an uphill, power assist by the driving assist motor can be received, and comfortable driving can be performed.

[0006]

Generally, an electrically assisted vehicle including the above-described electrically assisted bicycle has a power unit (a torque transmission mechanism from a driving assist motor to a driving wheel).
Lubricating oil is used abundantly in the mechanism part.

[0007] However, in the drive device of the conventional electric assist vehicle, the influence of the outside air temperature on the lubricating oil is not considered. For this reason, when the outside air temperature is low, the viscosity of the lubricating oil increases, and a mechanical loss occurs in the power unit. Therefore, even if the driving assist motor is driven with an appropriate output by applying the set current, the loss is reduced. However, there is a case where torque is insufficient, and sufficient torque may not be transmitted to the driving force transmitting means, so that there is an inconvenience that comfortable traveling cannot be performed.

[0008]

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a drive device for an electrically assisted vehicle that realizes comfortable running without being affected by the outside air temperature.

[0009]

SUMMARY OF THE INVENTION The present invention comprises a driving force transmitting means for transmitting a driving torque to driving wheels in response to an input of driving force from outside, and a driving assist motor, thereby driving the driving wheels. And a controller for performing drive control of the driving assist motor, a torque sensor for detecting a driving torque of the driving force transmission unit, and a temperature sensor for detecting an outside air temperature. The controller controls the operation of the travel assist motor based on the outputs of the torque sensor and the temperature sensor, and outputs the output of the travel assist motor when the detected temperature based on the output of the temperature sensor is equal to or lower than a certain temperature. A configuration is adopted in which operation control is performed to enhance the operation.

At this time, the controller is configured to set a current value to be supplied to the travel assist motor based on an output of the torque sensor, and a first unit for correcting the set current value based on the output of the temperature sensor. It is more preferable to provide a configuration including a correction unit.

In the case of such a configuration, for example, a force input from the outside by human power (hereinafter referred to as "external force") drives the drive wheels via the driving force transmitting means. At this time, the driving torque input by the driving force transmitting means is detected by the torque sensor, and at the same time, the outside temperature (the ambient temperature at which the electric assist vehicle travels, generally the outdoor temperature) is detected by the temperature sensor.

Then, the output of each sensor is transmitted to the controller, and the output of the travel assist motor according to the driving torque and the outside temperature is determined. At this time, if the driving torque is large, the motor output is set large, and if the outside air temperature is low, the motor output is set large. The driving assistance motor is driven by the output determined in this way, and assistance in driving the driving wheels is provided.

Further, since the detection by each of the above-mentioned sensors is continuously performed, the output of the driving assist motor is newly set every time a change in the driving torque or a change in the outside air temperature occurs. Assist is performed according to the request.

Further, in addition to the above configuration, a vehicle speed sensor for detecting the vehicle speed of the electrically assisted vehicle is provided, and the controller controls the operation of the travel assist motor based on the output of the vehicle speed sensor in addition to the torque sensor and the temperature sensor. In addition, when the detected vehicle speed based on the output of the speed sensor is equal to or higher than a predetermined speed, an operation control for reducing the output of the travel assist motor may be performed.

Alternatively, the controller may include a second correction unit that corrects the current value set by the setting unit based on the output of the vehicle speed sensor, together with the first correction unit.

In the case of these configurations, the same operation as described above is performed, and in addition to the temperature sensor and the torque sensor, the output of the speed sensor is transmitted to the controller, and the detected drive torque, the outside air temperature, and the vehicle speed correspond to each other. The output of the travel assist motor is set. The travel assist motor is driven by the set output, and assistance (drive) of driving the drive wheels is performed.

Further, the above-mentioned controller uses a thermistor for detecting the temperature at the time of charging provided in a battery for supplying electric power to the driving assistance motor, and controls the operation of the driving assistance motor based on the output of the thermistor as a temperature sensor. Is also good.

In this case, when the battery is mounted on the electrically assisted vehicle, the output terminal of the thermistor is connected to signal transmission means for outputting a signal to the controller. Therefore, the detection signal from the thermistor is also output to the controller. In general, a battery rises in temperature during charging and does not change in temperature during use. Therefore, after the battery is installed in the electrically assisted vehicle, the battery maintains a temperature state substantially equal to the outside air temperature. Therefore, a change in the outside air temperature can be detected from the output of the thermistor, and the output of the travel assist motor is set based on the detected change.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 to FIG.
Description will be made based on 0. The present embodiment shows a drive device 10 provided in an electric assist bicycle 100 as an electric assist vehicle in which a large driving force can be obtained with a small pedaling force by supplementing a constant ratio of power to a pedaling force with a travel assist motor. Things.

FIG. 1 is an overall view of the electric assist bicycle 100, and FIG. 2 is an enlarged explanatory view of a main part of the driving device 10 with a cover 102 removed, with a part cut away. As shown in these figures, the driving device 10 receives driving force (external driving force) input from the pedal 21 and transmits driving torque to driving wheels (rear wheels of the electric assist bicycle 100) 101. A transmission means 2, a driving assistance motor 31, which assists the driving of the driving wheels 101 with the assistance means 3, a controller 4 for controlling the driving of the traveling assistance motor 31, and a driving force transmission means 2 A torque sensor 5 for detecting a driving torque based on the pedaling force,
A thermistor 6 as a temperature sensor for detecting the outside air temperature,
A vehicle speed sensor 7 for detecting the vehicle speed of the electrically assisted bicycle;
A storage unit 8 for storing a battery 81 that supplies electric power to the travel assist motor 31;

Hereinafter, each part will be described in detail.

First, the driving force transmitting means 2 includes a pedal 21 to which a rider of the electric assist bicycle 100 applies a pedaling force,
An arm 211 supporting the pedal 21 and a rotating shaft 2 supporting the arm 211 via the one-way clutch 22
3, a driving gear 25 fixedly mounted on the rotating shaft 23, a driven gear 27 interlocked with the driving gear 25 via a chain 26, and a one-way clutch 28
Shaft 2 that is interlocked with the drive wheel 101 while being supported through
9 is provided.

The one-way clutch 22 provided on the pedal 21 applies only a rotational force (rotational force in the counterclockwise direction in FIG. 2) in a direction for rotating the drive wheel 101 in a direction in which the electric assist bicycle 100 moves forward. To communicate. Therefore, by pedaling the pedal 21 in the above direction, the rotating shaft 23, the driving gear 25, the chain 26, the driven gear 2
7. An input torque based on the pedaling force is transmitted to the drive wheel 101 via the rotating shaft 29. On the other hand, no torque is transmitted to the arm 21 via the rotating shaft 23 when the driving assist motor 31 of the assisting means 3 described later is driven.

Similarly, the rotating shaft 2 supporting the driving wheels 101
9, the one-way clutch 28 also
5 transmits the torque transmitted to the driven gear 27 to the rotating shaft 29 only in the direction of rotating the drive wheel 101 in the direction in which the electric assist bicycle 100 moves forward. Therefore,
When the driving wheel 101 rotates and travels on a downhill or the like without receiving the torque from the driving force transmitting means 2 or the assisting means 3, the torque of the driving wheel 101 is changed to the driving force transmitting means 2 or the assisting means 3 side. Is not transmitted to

Next, the assisting means 3 includes a driving assist motor 31
And a transmission mechanism (not shown) for transmitting the output torque of the traveling assist motor 31 to the rotating shaft 23. The driving assist motor 31 uses a DC motor, and the transmission mechanism has, for example, one end connected to the rotating shaft 23 via a gear mechanism or the like so as to be capable of transmitting torque, and the other end connected to a gear mechanism or the like. And a transmission shaft connected to the rotation shaft of the travel assist motor 31 via a motor so as to freely transmit torque.

The transmission shaft is provided with the torque sensor 5 described above. The torque sensor 5 includes a cam mechanism that generates a bias in the axial direction when a torque difference occurs between one end and the other end of the transmission shaft, and a potentiometer that detects a moving displacement amount of the cam mechanism. The detection signal of the potentiometer is output to the controller 4.

In this case, the difference between the input torque by the driving force transmitting means 2 and the input torque by the assisting means 3 is detected, but the present invention is not limited to this. That is, only the input torque by the driving force transmitting means 2 may be detected, or the total input torque by the driving force transmitting means 2 and the assisting means 3 may be detected.

Further, the traveling assist motor 31 of the assisting means 3
A one-way clutch is also provided between the transmission shaft. This one-way clutch is an electric assist bicycle 1
Only the rotational force in the direction of rotating the drive wheel 101 in the direction in which 00 moves forward is transmitted to the rotating shaft 23. Therefore, pedal 2
Even when the rotation speed of the driving assist motor 1 exceeds the rotation speed of the driving assist motor 31, the torque is not transmitted to the driving assist motor 31 side, and the driving assist motor 31 does not burden the pedal 21.

Reference numeral 32 denotes a gear box in which the auxiliary means 3 is accommodated. The rotating shaft 23 of the driving force transmitting means 2 is connected to the gear box 3 via a bearing 23a.
2 is equipped.

The rotating shaft 23 of the driving force transmitting means 2 is fixedly provided with a rotor gear 24 having a myriad of teeth formed at regular intervals along its outer periphery. The vehicle speed sensor 7 is disposed near the outer periphery of the rotor gear 24. The vehicle speed sensor 7 is, for example, a Hall IC type, reads the number of teeth provided on the outer periphery of the rotor gear 24, and outputs a detection signal based on the number to the controller 4. The vehicle speed sensor 7 may be an encoder connected to the rotating shaft 23.

Next, the controller 4 will be described.
This controller 4 is mounted on the upper part of the gearbox 32. The controller 4 is connected to the above-described sensors 5 and 7 by wiring (not shown).
It is connected to a battery 81 stored in a storage section 8 disposed above the gear box 32 via cables 82, 83, and 84 as battery connection means. Among these cables, a cable 82 connected to the anode of the battery 81 is wired between the battery 81 and the controller 4 via a main switch 88 provided on a handle portion of the electric assist bicycle.

In addition, the battery 81 is a rechargeable lead oxide battery which is detachable from the storage section 8 and can be recharged. The thermistor 6 is provided inside the battery 81 to detect the temperature during charging for maintenance of the battery 81. The thermistor 6 is provided for maintenance of the battery 81 for measuring a temperature change during charging of the battery 81 and preventing a rise in temperature, and is not used except for charging. On the other hand, the battery 81 does not change in temperature during normal use (at the time of power supply) other than charging,
After a lapse of a predetermined time from the discharge, the temperature is substantially the same as the outside air temperature. Therefore, when the battery 81 is used, the outside air temperature can be detected by the thermistor 6.

The battery 81 is provided with external connection terminals 85 and 86 for power supply and an external connection terminal 87 for output of the thermistor 6, and is connected to the cables 82, 83 and 84 described above. Have been.

Here, the controller 4 will be described in more detail with reference to FIGS. FIG. 3 is a circuit block diagram of the controller 4, and FIG. 4 is a control block diagram of the driving device 10. According to FIG. 3, the controller 4 includes a main relay 41 for interrupting the current supply between the battery 81 and the driving assistance motor 3, a transistor 44 for adjusting a current value flowing between the battery 81 and the driving assistance motor 3, and , Main relay 41, transistor 44,
Battery 81, travel assist motor 31, thermistor 6,
A microcomputer 42 connected to the torque sensor 5 and the speed sensor 7 and performing operation control for the torque sensor 5 and the speed sensor 7 described below;
The supply voltage of the battery 81 is adjusted to 5 V and the microcomputer 4
2, a torque sensor 5, a thermistor 6, and a 5V voltage regulator 43 for supplying a 5V voltage to the speed sensor 7.

The microcomputer 42 sets a current value to be supplied to the driving assist motor 31 based on the output of the torque sensor 5, and an outside air temperature that corrects the set current value based on the output of the thermistor 6. A vehicle speed corresponding correction unit (second correction unit) 423 that corrects the set current value based on the output of the corresponding correction unit (first correction unit) 422 and the output of the vehicle speed sensor 7.
And

The setting unit 421 stores a map M1 which stores a relationship between a change in the output voltage of the torque sensor 5 and a change in the increase / decrease amount An of the current value to be energized in response to the change. And an update function 421a for adding the correction current value An to the current value Ap that has been energized to the driving assist motor 31 before the detection by the above.

As described above, the torque sensor 5 detects the difference between the input torque from the driving force transmitting means 2 and the input torque from the assisting means 3. In the map M1, a correction current value An necessary for correcting the torque difference is set and stored.

FIG. 5A is an explanatory diagram showing the map M1. The torque sensor 5 described above outputs a detection signal of 2.5 [V] when the detected torque difference is 0, and increases the output voltage when the input torque by the driving force transmission means 2 exceeds, The output voltage decreases when the input torque increases.

According to the map M1, the output voltage is 2.5 to 2.6.
If it is within the range of [V], the correction current value An is 0 [A].
(Maintains the previously set current value Ap), and the output voltage becomes
When the output voltage exceeds 2.6 [V], the correction current value An also increases in proportion to the excess, and when the output voltage becomes 2.5 [V] or less, the correction current value An also decreases in proportion. Has been established.

The current value (A) set by the setting unit 421
(p + An) is then corrected by the vehicle speed correction unit 423. The vehicle speed corresponding correction unit 423 includes a multiplication function 423a that multiplies the current value (Ap + An) set by the setting unit 421 by a coefficient K that changes according to the vehicle speed, and a vehicle speed based on a detection signal output from the vehicle speed sensor 7. Coefficient K corresponding to
And a map M3 in which is stored.

As can be seen from the map M3 shown in FIG. 5B, the coefficient K is determined when the vehicle speed becomes equal to or higher than a certain speed.
The setting is made for the purpose of cutting the assist by the travel assist motor 31. More specifically, K = 1 is performed as usual until the vehicle speed of the electric assist bicycle 100 reaches 15 [km / h], and K is reduced at a fixed rate when the vehicle speed exceeds 15 [km / h]. When the vehicle speed finally reaches 24 [km / h], K
= 0, so that no further assist is performed. Note that these speed settings are variable and are not particularly limited to these values.

The multiplication function 423a multiplies the current value (Ap + An) by K corresponding to the detected vehicle speed to output a calculated current value At.

Next, the calculated current value At is corrected by the outside air temperature correction unit 422. This outside temperature correction unit 42
2 is an addition function 422a for adding an addition current value Ac set in response to a change in outside air temperature based on a detection signal output from the thermistor 6 to the calculated current value At, and an external function corresponding to the output of the thermistor 6. And a map M2 in which an added current value Ac corresponding to each temperature is stored.

As shown in FIG. 5C, the map M2 is
The addition current value Ac is set in three stages according to the vehicle speed of the electric assist bicycle 100. That is, the vehicle speed is 0 to 10 [km / h]
In the case of, the map m1 with the highest initial value corresponds, and the vehicle speed is 10
When the vehicle speed exceeds 20 [km / h], the map m2 whose initial value is lower than the map m1 corresponds, and when the vehicle speed exceeds 20 [km / h], the map m3 whose initial value is the lowest corresponds. These maps m1, m
2 and m3 are selected according to the output of the vehicle speed sensor 7.

Each of the added current values Ac set in each of the maps m1, m2, and m3 is fixed to a constant value until the outside air temperature is 0 [° C.] or less. It is set so that it decreases at a fixed rate and becomes 0 [A] at an outside temperature of 40 [° C]. These temperature settings are variable and are not particularly limited to these numerical values.

In the addition function 423a, an added current value Ac corresponding to the detected outside air temperature and the detected vehicle speed is added to the calculated current value At to output a drive current value A for actually energizing the travel assist motor 31. Then, the microcomputer 42 energizes the driving assist motor 31 with the current value A via the transistor 44, and the driving assist motor 31 is driven.

The operation of the electric assist bicycle 100 having the above configuration by the driving device 10 will be described with reference to the flowchart of FIG.

First, the rider of the electrically assisted bicycle 100 turns on the main switch 88 (step S1),
The pedaling force is input from the pedal 21 of the driving force transmitting means 2 (step S2). At this time, detection signals from the thermistor 6, torque sensor 5, and vehicle speed sensor 7 are input to the microcomputer 42 (step S3).

In accordance with the output of the vehicle speed sensor 7, the vehicle speed correction unit 423 determines the coefficient K from the map M3 (step S4). On the other hand, according to the output of the torque sensor 5, the setting unit 421 uses the map M1 to correct the correction current value A
n is set (step S5). The set current value An is calculated by the integrating function 423a of the vehicle speed corresponding correction unit 423.
(If the driving assist motor 31 is already energized with the current value Ap, Ap + An) is multiplied by the coefficient K, and the current value A
t is calculated (step S6).

Further, in the temperature correspondence correction section 422, the addition current value Ac is determined by the map M3 based on the outputs of the vehicle speed sensor 7 and the thermistor 6. And addition function 4
By 22a, the added current value Ac is added to the current value At, and the current value A to be finally energized to the driving assist motor 31 is determined (step S8).

Further, the microcomputer 42 controls the current value A
, The driving assist motor 31 is energized, and the assisting means 3 performs assisting according to the input torque, the vehicle speed, and the outside temperature by the occupant (step S9).

Thereafter, detection signals from the torque sensor 5, the vehicle speed sensor 7 and the thermistor 6 are continuously output to the controller 4, and the current value A determined in step S8 is set to the above-described current value Ap, and the current is supplied by each sensor output. The current value is updated continuously.

As described above, in the driving device 10 for the electric assist bicycle, when the input torque input from the pedal 21 by the driving force transmitting means 2 is increased by the controller 4, the travel assist motor usually has substantially the same magnitude. 31
Is performed, the occupant of the electrically assisted bicycle 100 can run the electrically assisted bicycle 100 with approximately half the normal pedaling force,
Even in the case of a sloping road with a heavy running load, comfortable running can be performed.

Further, when the vehicle speed of the electric assist bicycle 100 increases, the assist by the assisting means 3 decreases or becomes zero, so that it is possible to prevent the electric assist bicycle 100 from running at an unexpectedly high speed and increasing power consumption. Become.

Further, when the detected temperature of the thermistor 6 is low, the driving device 10 performs an operation control to increase the output of the traveling assist motor 31, so that the driving force transmitting means 2, the auxiliary means 3, etc. Even if the viscosity of the lubricating oil is high, the assist is sufficiently performed, and it is possible to reduce the traveling burden on the occupant which has conventionally occurred at a low temperature.

FIG. 7 shows a change in the current value At from the start of driving of the travel assist motor 31 when the microcomputer 42 of the controller 4 does not include the outside temperature correspondence correction unit 422.
8 shows a change in the current value A from the start of driving of the travel assist motor 31 in the case where the outside temperature corresponding correction unit 422 is provided.
Shown in In each of the figures, the amount of torque assisted by the travel assist motor during energization is indicated by a dotted line. When these are compared, it can be seen that the current value A and the output torque when the outside temperature correspondence correction unit 422 is provided from the start of traveling are high. Therefore, it can be understood that the assist feeling in the low-speed region from the start of traveling is improved by the outside temperature corresponding correction unit 422.

Further, since the thermistor 6 of the battery 81 is used as a temperature sensor, an independent temperature sensor is not required as a configuration of the driving device 10, and it is possible to improve productivity by reducing the number of parts.

Here, each configuration described above is an example,
Other configurations that function similarly may be used. For example, as for the torque control of the travel assist motor 31, a PWM circuit that controls the amount of energization with a pulse width may be used, and the torque sensor 5 may be provided with a treading force sensor or the like and processed by software. The pedaling force sensor in this case is a load cell or a piezo element. The vehicle speed sensor 20
For, a tacho generator may be used.

For the temperature sensor for measuring the outside air temperature, the thermistor 6 of the battery 81 is not used.
An independent temperature sensor may be provided. In this case, as the temperature sensor, it is desirable to use a thermistor or the like installed outside the frame of the electric assist bicycle 100 that comes into contact with the outside air.

Further, the driving device 10 shown in the above embodiment is used.
Is not particularly limited to the electric assist bicycle 100,
For example, the present invention can be applied to an electric assist wheelchair, an electric assist cargo, and the like.

[0061]

According to the driving apparatus for an electrically assisted vehicle according to the present invention, when the temperature of the outside air detected by the temperature sensor is low, the operation control for increasing the output of the traveling assist motor is performed. Therefore, even when the viscosity of the lubricating oil of the driving force transmission means is high due to a decrease in outside temperature, assist is sufficiently performed, and the traveling load on the occupant due to the torque cross which occurred at the time of low temperature was reduced. It is possible to do.

According to the driving apparatus for an electrically assisted vehicle according to the third or fourth aspect of the present invention, in addition to the above effects,
When the vehicle speed of the electric assist vehicle increases, the output of the travel assist motor decreases, so that it is possible to prevent unexpected high speed traveling and increase in power consumption of the electric assist.

According to the driving device for an electrically assisted vehicle according to the present invention, since a thermistor of a battery is used as a temperature sensor, an independent temperature sensor is not required as a configuration of the driving device, and the number of parts is reduced. , It is possible to improve productivity.

As described above, according to the present invention, it is possible to provide an unprecedented excellent electric assist vehicle drive device.

[Brief description of the drawings]

FIG. 1 is an overall view of an electric assist bicycle.

FIG. 2 is an enlarged explanatory view in which a main part of the driving device is partially cut away.

FIG. 3 shows a circuit block diagram of a controller.

FIG. 4 shows a control block diagram of a driving device.

5A is a diagram showing a map M1, FIG. 5B is a diagram showing a map M3, and FIG. 5C is a diagram showing a map M2.

FIG. 6 is a flowchart showing the operation of the embodiment of the present invention.

FIG. 7 is a diagram showing a change in a current value At from the start of driving of the travel assist motor when the microcomputer of the controller does not include an outside temperature correction unit.

FIG. 8 is a diagram illustrating a change in a current value A from the start of driving of a travel assist motor when a microcomputer of a controller includes an outside temperature corresponding correction unit.

[Explanation of symbols]

 2 Driving force transmission means 3 Assistance means 31 Driving assistance motor 4 Controller 421 Setting section 422 Outside temperature correspondence correction section (first correction section) 423 Vehicle speed correspondence correction section (second correction section) 5 Torque sensor 6 Thermistor (Temperature sensor) 7) Vehicle speed sensor 20 Vehicle speed sensor 10 Driving device for electric assist vehicle 100 Electric assist bicycle 101 Driving wheel

Claims (5)

[Claims] 1. A driving force transmitting means for transmitting a driving torque to driving wheels in response to an input of a driving force from the outside, an assisting means having a traveling assist motor, thereby assisting the driving of the driving wheels, A drive device for an electrically assisted vehicle, comprising: a controller that performs drive control of the driving assist motor; a torque sensor that detects a drive torque of the drive force transmission unit; and a temperature sensor that detects an outside air temperature. Controls the operation of the travel assist motor based on the outputs of the torque sensor and the temperature sensor, and increases the output of the travel assist motor when the detected temperature based on the output of the temperature sensor is equal to or lower than a certain temperature. The driving device for an electrically assisted vehicle according to claim 1, wherein the driving is performed. A controller configured to set a current value to be supplied to the travel assist motor based on an output of the torque sensor; and a controller configured to correct the supplied current value based on an output of the temperature sensor. The driving device for an electrically assisted vehicle according to claim 1, further comprising: one correction unit. 3. A vehicle speed sensor for detecting a vehicle speed of the electric assist vehicle, wherein the controller controls operation of the travel assist motor based on an output of the vehicle speed sensor in addition to the torque sensor and a temperature sensor. 3. The drive device for an electrically assisted vehicle according to claim 1, wherein when the detected vehicle speed based on the output of the speed sensor is equal to or higher than a predetermined speed, an operation control for reducing the output of the travel assist motor is performed. 4. The vehicle according to claim 1, further comprising a vehicle speed sensor configured to detect a vehicle speed of the electrically assisted vehicle, wherein the controller corrects a current value set by the setting unit based on an output of the vehicle speed sensor. The drive device for an electrically assisted vehicle according to claim 2, wherein the drive device is provided. 5. The controller according to claim 1, wherein the controller controls the operation of the driving assist motor based on an output of the thermistor as a temperature sensor using a thermistor for detecting a temperature at the time of charging provided in a battery for supplying power to the driving assist motor. The driving apparatus for an electrically assisted vehicle according to claim 1, wherein the driving is performed.