CN112498561B - Control device for human-powered vehicle - Google Patents

Control device for human-powered vehicle Download PDF

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Publication number
CN112498561B
CN112498561B CN202010954705.2A CN202010954705A CN112498561B CN 112498561 B CN112498561 B CN 112498561B CN 202010954705 A CN202010954705 A CN 202010954705A CN 112498561 B CN112498561 B CN 112498561B
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China
Prior art keywords
output
detection
detection unit
state
human
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CN202010954705.2A
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Chinese (zh)
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CN112498561A (en
Inventor
本田将大
土泽康弘
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Shimano Inc
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Shimano Inc
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Priority to CN202210971350.7A priority Critical patent/CN115158525A/en
Publication of CN112498561A publication Critical patent/CN112498561A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B62M6/50—Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor

Abstract

Provided is a control device for a human-powered vehicle, which can appropriately control components for the human-powered vehicle. The manpower-driven vehicle is provided with: components for a human powered vehicle; and a plurality of detection units configured to detect information relating to a vehicle speed of the human-powered vehicle, the information relating to the vehicle speed being different from each other, wherein the plurality of detection units includes at least a first detection unit, and the control device includes a control unit configured to control the module based on an output of the first detection unit when the output of the first detection unit is in a first state, and configured to control the module based on an output of a predetermined detection unit, different from the first detection unit, of the plurality of detection units when the output of the first detection unit is not in the first state.

Description

Control device for human-powered vehicle
Technical Field
The present disclosure relates to a control device for a human-powered vehicle.
Background
For example, a human-powered vehicle disclosed in patent document 1 includes a detection unit that detects information related to the human-powered vehicle.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2016 and 7905.
Disclosure of Invention
Problems to be solved by the invention
An object of the present disclosure is to provide a control device for a human-powered vehicle, which can appropriately control components for a human-powered vehicle.
Means for solving the problems
A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, including: components for a human powered vehicle; and a plurality of detection portions configured to detect information relating to a vehicle speed of the human-powered vehicle, the information relating to the vehicle speed being different from each other, wherein the plurality of detection portions includes at least a first detection portion, and the control device includes a control portion configured to control the component in accordance with an output of the first detection portion when the output of the first detection portion is in a first state, and configured to control the component in accordance with an output of a predetermined detection portion, different from the first detection portion, of the plurality of detection portions when the output of the first detection portion is not in the first state.
According to the control device of the first aspect, when the output of the first detection section is not in the first state, the module can be controlled based on the output of a predetermined detection section different from the first detection section among the plurality of detection sections. Therefore, the components for the human-powered vehicle can be appropriately controlled.
According to a second aspect of the present disclosure, the human-powered vehicle includes a crank to which a human-powered driving force is input, the control unit is configured to control the module based on an output of the first detection unit when the human-powered driving force input to the crank is larger than a predetermined driving force and the output of the first detection unit is in a first state, and is configured to control the module based on an output of a predetermined detection unit different from the first detection unit among the plurality of detection units when the human-powered driving force input to the crank is larger than the predetermined driving force and the output of the first detection unit is not in the first state.
According to the control device of the second aspect, when the manual driving force input to the crank is larger than the predetermined driving force and the output of the first detection portion is not in the first state, the module can be appropriately controlled.
In the control device according to a third aspect of the first or second aspect of the present disclosure, the plurality of detection sections further include a second detection section, the predetermined detection section includes the second detection section, and the control section is configured to control the component in accordance with an output of the second detection section when the output of the first detection section is not the first state and the output of the second detection section is the second state.
According to the control device of the third aspect, when the output of the first detection unit is not in the first state and the output of the second detection unit is in the second state, the module can be controlled based on the output of the second detection unit.
In the control device according to a fourth aspect of the present disclosure, the plurality of detection units further include a third detection unit, the predetermined detection unit includes the third detection unit, and the control unit is configured to control the module based on an output of the third detection unit when the output of the first detection unit is not in the first state and the output of the second detection unit is not in the second state.
According to the control device of the fourth aspect, when the output of the first detection section is not in the first state and the output of the second detection section is not in the second state, the component can be controlled in accordance with the output of the third detection section.
In the control device according to a fifth aspect of the present disclosure, the plurality of detection units further includes a third detection unit and a fourth detection unit, the predetermined detection unit includes the third detection unit and the fourth detection unit, the control unit is configured to control the module based on an output of the third detection unit when the output of the first detection unit is not the first state, the output of the second detection unit is not the second state, and the third detection unit is a third state, and configured to control the module based on an output of the fourth detection unit when the output of the first detection unit is not the first state, the output of the second detection unit is not the second state, and the third detection unit is not the third state.
According to the control device of the fifth aspect, when the output of the first detection unit is not in the first state, the output of the second detection unit is not in the second state, and the third detection unit is in the third state, the module can be controlled based on the output of the third detection unit. According to the control device of the fifth aspect, when the output of the first detection unit is not in the first state, the output of the second detection unit is not in the second state, and the third detection unit is not in the third state, the module can be controlled based on the output of the fourth detection unit.
In the control device according to a sixth aspect of any one of the third to fifth aspects of the present disclosure, the control unit is configured to, when the output of the first detection unit is in the first state and the output of the second detection unit is in the second state, controlling the component according to an output of at least one of the first detection section and the second detection section, and is configured so that when the output of the first detection unit is not in the first state and the output of the second detection unit is in the second state, controlling the component according to the output of the second detection portion and independent of the output of the first detection portion, and is configured so that when the output of the first detection unit is in the first state and the output of the second detection unit is not in the second state, controlling the assembly in dependence on the output of the first detection portion and independent of the output of the second detection portion.
According to the control device of the sixth aspect, when the output of the first detection unit is not in the first state and the output of the second detection unit is in the second state, the control can be performed based on the output of the second detection unit independently of the output of the first detection unit. According to the control device of the sixth aspect, when the output of the first detection unit is in the first state and the output of the second detection unit is not in the second state, the module can be controlled based on the output of the first detection unit independently of the output of the second detection unit.
A control device according to a seventh aspect of the present disclosure is a control device for a human-powered vehicle including a module for a human-powered vehicle and a plurality of detection units,
the plurality of detection units include: a first detection unit configured to detect first information relating to the human-powered vehicle; and a second detection unit configured to detect second information related to the human-powered vehicle, wherein the first information and the second information are related to each other, wherein the control device includes a control unit configured to control the component based on an output of at least one of the first detection unit and the second detection unit when the output of the first detection unit is in a first state and the output of the second detection unit is in a second state, and configured to control the component based on an output of the second detection unit and independent of the output of the first detection unit when the output of the first detection unit is not in the first state and the output of the second detection unit is in the second state, and configured to control the component based on the output of the second detection unit and independent of the output of the first detection unit when the output of the first detection unit is in the first state and the output of the second detection unit is not in the second state, controlling the assembly in dependence on the output of the first detection portion and independent of the output of the second detection portion.
According to the control device of the seventh aspect, when the output of the first detection portion is in the first state and the output of the second detection portion is in the second state, the component can be controlled in accordance with the output of at least one of the first detection portion and the second detection portion. According to the control device of the seventh aspect, when the output of the first detection unit is not in the first state and the output of the second detection unit is in the second state, the component can be controlled based on the output of the second detection unit independently of the output of the first detection unit. According to the control device of the seventh aspect, when the output of the first detection unit is in the first state and the output of the second detection unit is not in the second state, the module can be controlled based on the output of the first detection unit and independently of the output of the second detection unit. Therefore, the components for the human-powered vehicle can be appropriately controlled.
In the control device according to an eighth aspect of the seventh aspect of the present disclosure, the control section is configured to control the component according to at least one of a first parameter related to the first information and a second parameter related to the second information.
According to the control apparatus of the eighth aspect, the component can be controlled in accordance with at least one of the first parameter relating to the first information and the second parameter relating to the second information.
In the control device according to a ninth aspect of the present disclosure, the control unit is configured to estimate the first parameter from the second parameter calculated based on the second information and control the component based on the estimated first parameter when the output of the first detection unit is not in the first state and the output of the second detection unit is in the second state.
According to the control device of the ninth aspect, when the output of the first detection portion is not the first state and the output of the second detection portion is the second state, it is possible to estimate the first parameter from the second parameter calculated based on the second information and to control the component according to the estimated first parameter.
In the control device according to a tenth aspect of the eighth or ninth aspect of the present disclosure, the control unit is configured to estimate the second parameter from the first parameter calculated based on the first information and control the unit based on the estimated second parameter when the output of the first detection unit is the first state and the output of the second detection unit is not the second state.
According to the control device of the tenth aspect, when the output of the first detection portion is the first state and the output of the second detection portion is not the second state, it is possible to estimate the second parameter from the first parameter calculated based on the first information and to control the component according to the estimated second parameter.
A control device according to an eleventh aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including: components for a human powered vehicle; and a plurality of detection units configured to detect information on a vehicle speed of the human-powered vehicle, the information on the vehicle speed being different from each other, wherein the plurality of detection units include a first detection unit and a second detection unit, the control device includes a control unit configured to control the component based on an output of at least one of the first detection unit and the second detection unit when the output of the first detection unit is in a first state and when the output of the second detection unit is in a second state, control the component so that the component is in a predetermined state without depending on the output of the second detection unit when the output of the first detection unit is not in the first state, and control the component without depending on the output of the first detection unit when the output of the second detection unit is not in the second state, but controls the component so that the component becomes the predetermined state.
According to the control device of the eleventh aspect, when the output of the first detection section is not the first state, the component is controlled so as to be brought into the predetermined state without depending on the output of the second detection section, and when the output of the second detection section is not the second state, the component is controlled so as to be brought into the predetermined state without depending on the output of the first detection section. Therefore, the components for the human-powered vehicle can be appropriately controlled.
In the control device according to a twelfth aspect of the present disclosure, the first detection unit is configured to detect third information relating to the vehicle speed, the second detection unit is configured to detect fourth information relating to the vehicle speed, and the third information and the fourth information are associated with each other.
According to the control device of the twelfth aspect, the component can be controlled in accordance with the third information and the fourth information.
In the control device according to a thirteenth aspect of the present disclosure, the control portion is configured to control the component in accordance with at least one of the third information and the fourth information when the output of the first detection portion is the first state and the output of the second detection portion is the second state.
According to the control device of the thirteenth aspect, when the output of the first detection unit is in the first state and the output of the second detection unit is in the second state, the component can be controlled based on at least one of the third information and the fourth information.
In the control device according to a fourteenth aspect of the twelfth or thirteenth aspect of the present disclosure, the control portion is configured to control the component based on both the third information and the fourth information when the output of the first detection portion is the first state and the output of the second detection portion is the second state.
According to the control device of the fourteenth aspect, when the output of the first detection section is in the first state and the output of the second detection section is in the second state, the component can be controlled based on both the third information and the fourth information.
A control device according to a fifteenth aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including: components for a human powered vehicle; and a plurality of detection units configured to detect information relating to a vehicle speed of the human-powered vehicle, the plurality of detection units being different from each other in the information relating to the vehicle speed, wherein the plurality of detection units include a first detection unit and a second detection unit, and the control device includes a control unit configured to control the module so that the module is in a predetermined state when at least one of third information relating to the vehicle speed of the human-powered vehicle output by the first detection unit and fourth information relating to the vehicle speed of the human-powered vehicle output by the second detection unit corresponds to a case where the vehicle speed of the human-powered vehicle is equal to or higher than a predetermined speed.
According to the control device of the fifteenth aspect, when at least one of the third information on the vehicle speed of the human-powered vehicle output by the first detection unit and the fourth information on the vehicle speed of the human-powered vehicle output by the second detection unit corresponds to a case where the vehicle speed of the human-powered vehicle is equal to or higher than a predetermined speed, the module can be controlled so as to be in a predetermined state. Therefore, the components of the human-powered vehicle can be appropriately controlled.
In the control device according to a sixteenth aspect of the fifteenth aspect of the present disclosure, when one of the third information and the fourth information corresponds to a case where a vehicle speed of the human-powered vehicle is a predetermined speed or higher, the control unit controls the module so that the module is in the predetermined state.
According to the control device of the sixteenth aspect, when one of the third information and the fourth information corresponds to a case where a vehicle speed of the human-powered vehicle is equal to or higher than a predetermined speed, the module can be controlled so as to be in a predetermined state.
In the control device according to a seventeenth aspect of the present disclosure, when both the third information and the fourth information correspond to a case where a vehicle speed of the human-powered vehicle is equal to or higher than a predetermined speed, the control unit controls the component so that the component is in the predetermined state.
According to the control device of the seventeenth aspect, when both the third information and the fourth information correspond to a case where the vehicle speed of the human-powered vehicle is equal to or higher than a predetermined speed, the module can be controlled so as to be in a predetermined state.
In the control device according to an eighteenth aspect of any one of the eleventh to sixteenth aspects of the present disclosure, the component includes an electric actuator, and the predetermined state includes a state in which the electric actuator is not operated.
According to the control device of the eighteenth aspect, the electric actuator can be appropriately controlled.
In the control device according to a nineteenth aspect of any one of the third to fourteenth aspects of the present disclosure, when the output of the second detection section is not in the second state, the signal output from the second detection section contains a predetermined second signal.
According to the control device of the nineteenth aspect, it is possible to determine whether or not the output of the second detection unit is in the second state, based on whether or not the signal output from the second detection unit includes a predetermined signal.
In the control device according to a twentieth aspect of the present disclosure, the plurality of detection units include at least one of a vehicle speed sensor configured to detect information corresponding to a rotational speed of a wheel of the human-powered vehicle, a crank rotation sensor configured to detect information corresponding to a rotational speed of a crank of the human-powered vehicle, an acceleration sensor configured to detect information corresponding to an acceleration of the human-powered vehicle, a position information detection sensor configured to detect information corresponding to a position of the human-powered vehicle, and a motor rotation sensor configured to detect information corresponding to a rotational speed of a motor that imparts propulsive force to the human-powered vehicle.
According to the control device of the twentieth aspect, the components can be appropriately controlled in accordance with the output of at least one of the vehicle speed sensor, the crank rotation sensor, the acceleration sensor, the position information detection sensor, and the motor rotation sensor.
In the control device according to a twenty-first aspect of the present disclosure, the plurality of detection units include at least one of a vehicle speed sensor configured to detect information corresponding to a rotational speed of a wheel of the human-powered vehicle, a crank rotation sensor configured to detect information corresponding to a rotational speed of a crank of the human-powered vehicle, an acceleration sensor configured to detect information corresponding to an acceleration of the human-powered vehicle, a position information detection sensor configured to detect information corresponding to a position of the human-powered vehicle, and a motor rotation sensor configured to detect information corresponding to a rotational speed of a motor that applies propulsive force to the human-powered vehicle, and the first detection unit includes the vehicle speed sensor.
According to the control device of the twenty-first aspect, the components can be appropriately controlled in accordance with the output of at least one of the vehicle speed sensor, the crank rotation sensor, the acceleration sensor, the position information detection sensor, and the motor rotation sensor, and when the vehicle speed sensor is in the first state, the components can be controlled in accordance with the output of the vehicle speed sensor.
In the control device according to a twenty-second aspect of the twenty-first aspect of the present disclosure, the second detection portion includes one of the crank rotation sensor and the acceleration sensor.
According to the control device of the twenty-second aspect, when the vehicle speed sensor is not in the first state, the component can be controlled in accordance with the output of one of the crank rotation sensor and the acceleration sensor.
In the control device according to a twenty-third aspect of the twenty-second aspect of the present disclosure, the third detection portion includes the other of the crank rotation sensor and the acceleration sensor.
According to the control device of the twenty-third aspect, when the vehicle speed sensor is not in the first state and the output of one of the crank rotation sensor and the acceleration sensor is not in the second state, the module can be controlled based on the output of the other of the crank rotation sensor and the acceleration sensor.
In the control device of a twenty-fourth aspect which is any one of the first to fourteenth and twentieth to twenty-third aspects of the present disclosure, when the output of the first detection section is not the first state, the signal output from the first detection section contains a predetermined first signal.
According to the control device of the twenty-fourth aspect, it is possible to determine whether or not the output of the first detection unit is in the first state, based on whether or not the signal output from the first detection unit includes a predetermined first signal.
In the control device according to a twenty-fifth aspect of the twenty-fourth aspect of the present disclosure, the first signal includes a signal generated in at least one of a case where the first detection unit has failed, a case where there is an abnormality in connection between the first detection unit and the control unit, a case where the first detection unit has a configuration other than a predetermined configuration, and a case where a connection portion between the first detection unit and the control unit has a configuration other than a predetermined configuration.
According to the control device of the twenty-fifth aspect, the module can be appropriately controlled when the first detection unit fails, when there is an abnormality in the connection between the first detection unit and the control unit, when the first detection unit has a configuration other than the predetermined configuration, and when the connection between the first detection unit and the control unit has a configuration other than the predetermined configuration.
In the control device of a twenty-sixth aspect according to any one of the first to fourteenth and twentieth to twenty-fifth aspects of the present disclosure, when the output of the first detection section is not in the first state, no signal is output from the first detection section.
According to the control device of the twenty-sixth aspect, it is possible to determine whether or not the output of the first detection unit is in the first state, based on whether or not the signal is output from the first detection unit.
In a twenty-seventh aspect of the control device according to any one of the first to fourteenth and twentieth to twenty-sixth aspects of the disclosure, the assembly includes an electric motor that imparts propulsive force to the human-powered vehicle.
According to the control device of the twenty-seventh aspect, the motor can be appropriately controlled according to the output of the detection unit included in the plurality of detection units.
In the control device according to a twenty-eighth aspect of any one of the first to twenty-seventh aspects of the present disclosure, the control portion causes the notification portion to notify predetermined notification information when the output of the first detection portion is not the first state.
According to the control device of the twenty-eighth aspect, the user can grasp, by the notification portion, that the output of the first detection portion is not in the first state.
ADVANTAGEOUS EFFECTS OF INVENTION
The control device for a human-powered vehicle of the present disclosure can appropriately control components for a human-powered vehicle.
Drawings
Fig. 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment.
Fig. 2 is a block diagram showing an electrical configuration of a human-powered vehicle including the control device for a human-powered vehicle according to the first embodiment.
Fig. 3 is a first part of a flowchart of the component control process executed by the control section of fig. 2.
Fig. 4 is a second part of the flowchart of the component control process executed by the control section of fig. 2.
Fig. 5 is a flowchart of the component control process executed by the control unit of the second embodiment.
Fig. 6 is a block diagram showing an electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a third embodiment.
Fig. 7 is a flowchart of the component control process executed by the control section of fig. 6.
Fig. 8 is a flowchart of the component control process executed by the control unit of the fourth embodiment.
Fig. 9 is a flowchart of the component control process executed by the control section of the fifth embodiment.
Fig. 10 is a flowchart of the component control process executed by the control unit of the first modification of the third embodiment.
Fig. 11 is a flowchart of the component control process executed by the control unit of the second modification of the third embodiment.
Fig. 12 is a first part of a flowchart of the component control process executed by the control unit of the third modification of the third embodiment.
Fig. 13 is a second part of the flowchart of the component control process executed by the control unit of the third modification of the third embodiment.
Fig. 14 is a flowchart of the component control process executed by the control unit of the modified example of the second embodiment.
Fig. 15 is a flowchart of the component control process executed by the control unit of the modification of the fourth embodiment.
Fig. 16 is a flowchart of the component control process executed by the control unit of the modification of the fifth embodiment.
Description of the symbols
10. Manually driving the vehicle; 12. a crank; 14. a wheel; 38. an assembly; 39. an electric actuator; 40. an electric motor; 42. a notification unit; 46. a detection unit; 48. a first detection unit; 50. a second detection unit; 54. a vehicle speed sensor; 56. a crank rotation sensor; 58. an acceleration sensor; 60. a position information detection sensor; 62. a motor rotation sensor; 66. a third detection unit; 68. a fourth detection unit; 70. a control device; 72. a control unit.
Detailed Description
< first embodiment >
Referring to fig. 1 to 4, a control device 70 for a human-powered vehicle according to a first embodiment will be described. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force H. The human-powered vehicle 10 is not limited to the number of wheels, and includes, for example, a unicycle and a vehicle having three or more wheels. The human powered vehicle 10 includes, for example: various bicycles such as mountain bicycles, road bicycles, city bicycles, cargo bicycles, and horizontal bicycles, and electric bicycles (E-bike). Electric bicycles include electric-assisted bicycles that assist the propulsion of the vehicle by an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.
The human-powered vehicle 10 includes a crank 12 to which a human-powered driving force H is input. The human-powered vehicle 10 further includes wheels 14 and a vehicle body 16. The wheels 14 include rear wheels 14A and front wheels 14B. Body 16 includes a frame 18. The crank 12 includes a crank shaft 12A rotatable with respect to the frame 18 and crank arms 12B provided at axial end portions of the crank shaft 12A, respectively. The pedals 20 are coupled to the crank arms 12B. The rear wheel 14A is driven by rotation of the crank 12. The rear wheel 14A is supported by the frame 18. The crank 12 and the rear wheel 14A are coupled by a drive mechanism 22. The drive mechanism 22 includes a first rotating body 24 coupled to the crankshaft 12A. The crankshaft 12A and the first rotating body 24 may be coupled to rotate integrally, or may be coupled via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 24 forward when the crank 12 rotates forward, and to allow relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. The first rotating body 24 comprises a sprocket, pulley or bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a coupling member 28. The coupling member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The coupling member 28 includes, for example, a chain, a belt, or a shaft.
The second rotating body 26 is coupled to the rear wheel 14A. Second rotating body 26 comprises a sprocket, pulley or bevel gear. More preferably, a second one-way clutch is provided between the second rotating body 26 and the rear wheel 14A. The second one-way clutch is configured to rotate the rear wheel 14A forward when the second rotating body 26 rotates forward, and to allow relative rotation between the second rotating body 26 and the rear wheel 14A when the second rotating body 26 rotates backward.
The front wheel 14B is attached to the frame 18 via a front fork 30. A handle 34 is coupled to the front fork 30 via a stem 32. In the present embodiment, the rear wheel 14A is coupled to the crank 12 by the drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may be coupled to the crank 12 by the drive mechanism 22.
The human powered vehicle 10 includes a battery 36 for the human powered vehicle. The battery 36 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 36 supplies electric power to the control device 70. The battery 36 is preferably connected to the control unit 72 of the control device 70 by a wire or wirelessly so as to be able to communicate. The battery 36 CAN communicate with the control unit 72 through, for example, a Power Line Communication (PLC), a Controller Area Network (CAN), or a Universal Asynchronous Receiver/Transmitter (UART).
The human powered vehicle 10 includes a component 38 for a human powered vehicle. The assembly 38 preferably includes an electric actuator 39. The assembly 38 preferably includes an electric motor 40 that imparts propulsion to the human powered vehicle 10. When the assembly 38 includes an electric motor 40, the electric actuator 39 is the electric motor 40. The motor 40 includes one or more electric motors. The motor 40 is configured to transmit rotation to at least one of the front wheels 14B and a power transmission path of the human-powered driving force H from the pedals 20 to the rear wheels 14A. The power transmission path of the human-powered driving force H from the pedals 20 to the rear wheels 14A includes the rear wheels 14A. In the present embodiment, the motor 40 is provided in the frame 18 of the human powered vehicle 10 and transmits rotation to the first rotating body 24. The drive unit is constituted by a motor 40 and a housing for housing the motor 40. It is more preferable that a third one-way clutch is provided in a power transmission path between the motor 40 and the crank shaft 12A so that the motor 40 is not rotated by the rotational force of the crank 12 when the crank shaft 12A is rotated in a direction in which the vehicle 10 is manually driven to advance. When the motor 40 is provided on at least one of the rear wheels 14A and the front wheels 14B, the motor 40 may include an in-wheel motor.
The human powered vehicle 10 preferably further includes a notification portion 42. The notification section 42 includes a display section. The display unit includes, for example, a display panel. The display section includes, for example, at least one of a portable electronic device, a display, a smart phone, a tablet computer, and a cycle computer. The notification unit 42 may include a speaker.
Preferably, the human-powered vehicle 10 includes a transmission 44 configured to vary the transmission ratio R of the human-powered vehicle 10. The speed ratio R of the human-powered vehicle 10 is the ratio of the rotational speed of the drive wheels to the rotational speed N of the crank 12. In the present embodiment, the driving wheel is the rear wheel 14A. The transmission 44 includes, for example, at least one of a front-set, rear-set, and built-in transmission. When the transmission 44 includes an internal transmission, the internal transmission is provided to a hub of the rear wheel 14A, for example. The transmission 44 includes at least one of an electric transmission configured to be operated by an electric actuator and a cable transmission configured to be operated by a bowden cable.
The control device 70 includes a control section 72. The control unit 72 includes an arithmetic processing device that executes a predetermined control program. The arithmetic Processing Unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing device may be provided in a plurality of places separated from each other. The control section 72 may also include one or more microcomputers. The control device 70 preferably further includes a memory 74. The storage unit 74 stores various control programs and information used for various control processes. The storage unit 74 includes, for example, a nonvolatile memory and a volatile memory. The nonvolatile Memory includes, for example, at least one of ROM (Read-Only Memory), EPROM (Erasable Programmable Read-Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), and flash Memory. Volatile memory includes, for example, RAM (Random access memory).
The control device 70 preferably further includes a drive circuit 76 for the motor 40. The drive circuit 76 and the control unit 72 are preferably provided in a housing in which the motor 40 is provided. The drive circuit 76 and the control unit 72 may be provided on the same circuit board, for example. The drive circuit 76 includes an inverter circuit. The drive circuit 76 controls the electric power supplied from the battery 36 to the motor 40. The drive circuit 76 is connected to the control unit 72 by wire or wirelessly. The drive circuit 76 drives the motor 40 in accordance with a control signal from the control unit 72.
The human-powered vehicle 10 includes a plurality of detection units 46, and the plurality of detection units 46 are configured to detect information relating to a vehicle speed V of the human-powered vehicle 10, and to be different from the vehicle speed V. The plurality of detection units 46 are connected to the control unit 72 via a wireless communication device or a cable. The plurality of detection portions 46 includes at least a first detection portion 48. The plurality of detecting portions 46 preferably further include a second detecting portion 50. The first detection unit 48 is configured to detect first information relating to the vehicle speed V. The first information includes a first parameter P1. The second detection unit 50 is configured to detect second information related to the vehicle speed V. The second information contains a second parameter P2. More preferably, the first information and said second information are correlated. The first parameter P1 is related to the second parameter P2. The first information can be estimated from the second information.
More preferably, the plurality of detection portions 46 include at least one of a vehicle speed sensor 54, a crank rotation sensor 56, an acceleration sensor 58, a position information detection sensor 60, and a motor rotation sensor 62. The first detection portion 48 preferably includes a vehicle speed sensor 54. The second detection unit 50 preferably includes one of a crank rotation sensor 56 and an acceleration sensor 58. The second detection portion 50 preferably includes a crank rotation sensor 56. In the present embodiment, the first detection unit 48 includes the vehicle speed sensor 54, and the second detection unit 50 includes the crank rotation sensor 56, but the combination of the sensor included in the first detection unit 48 and the sensor included in the second detection unit 50 is not limited to this. The first detection portion 48 may include a crank rotation sensor 56, and the second detection portion 50 may include a vehicle speed sensor 54. In the human-powered vehicle 10 shown in fig. 2, the vehicle speed sensor 54, the crank rotation sensor 56, the acceleration sensor 58, the position information detection sensor 60, and the motor rotation sensor 62 are provided, but in the present embodiment, at least one of the acceleration sensor 58, the position information detection sensor 60, and the motor rotation sensor 62 may be omitted.
The vehicle speed sensor 54 is configured to detect information corresponding to the rotational speed of the wheels 14 of the human-powered vehicle 10. The vehicle speed sensor 54 is configured to detect a magnet provided on the wheel 14 of the human-powered vehicle 10, for example. The vehicle speed sensor 54 is configured to output a detection signal a predetermined number of times during one rotation of the wheel 14, for example. The predetermined number of times is, for example, 1. The vehicle speed sensor 54 outputs a signal corresponding to the rotation speed of the wheel 14. The control unit 72 can calculate a vehicle speed V of the human-powered vehicle 10 based on the rotation speed of the wheels 14 and information on the circumferential length of the wheels 14. The storage unit 74 stores information relating to the circumferential length of the wheel 14. The vehicle speed sensor 54 includes, for example, a magnetic reed or a hall element constituting a reed switch. The vehicle speed sensor 54 may be attached to the rear bottom fork of the frame 18 of the human-powered vehicle 10 to detect a magnet attached to the rear wheel 14A, or may be attached to the front fork 30 to detect a magnet attached to the front wheel 14B. In the present embodiment, the vehicle speed sensor 54 is configured such that the reed switch detects the primary magnet when the wheel 14 rotates once. The vehicle speed sensor 54 is not limited to a structure for detecting a magnet provided on the wheel 14, and may be configured to include an optical sensor or the like, for example. The vehicle speed sensor 54 is connected to the control unit 72 via a wireless communication device or a cable.
The crank rotation sensor 56 is configured to detect information corresponding to the rotation speed N of the crank 12 of the human-powered vehicle 10. The crank rotation sensor 56 is provided, for example, to the frame 18 or the drive unit of the human-powered vehicle 10. The crank rotation sensor 56 is configured to include a magnetic sensor that outputs a signal corresponding to the magnetic field intensity. The ring-shaped magnet having a magnetic field strength varying in the circumferential direction is provided on the crank shaft 12A, a member rotating in conjunction with the crank shaft 12A, or a power transmission path from the crank shaft 12A to the first rotating body 24. The member that rotates in conjunction with the crankshaft 12A includes an output shaft of the motor 40. The crank rotation sensor 56 outputs a signal corresponding to the rotation speed N of the crank 12. The magnet may be provided in a power transmission path of the manual driving force H from the crank shaft 12A to the first rotating body 24, in a member that rotates integrally with the crank shaft 12A. For example, in the case where the first one-way clutch is not provided between the crankshaft 12A and the first rotating member 24, the magnet may be provided on the first rotating member 24. The crank rotation sensor 56 may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, or the like instead of the magnetic sensor. The crank rotation sensor 56 is connected to the control unit 72 via a wireless communication device or a cable.
The acceleration sensor 58 is configured to detect information corresponding to the acceleration D of the human-powered vehicle 10. More preferably, the acceleration sensor 58 is configured to detect information corresponding to the acceleration D in the front-rear direction of the human-powered vehicle 10 in a state where the human-powered vehicle 10 is upright with the front wheels 14B and the rear wheels 14A in contact with the ground on a horizontal plane. The acceleration sensor 58 is connected to the control unit 72 via a wireless communication device or a cable.
The position information detection sensor 60 is configured to detect information corresponding to the position of the human-powered vehicle 10. The positional information detection sensor 60 includes, for example, a GPS (Global Positioning System) receiver. The position information detection sensor 60 is connected to the control unit 72 via a wireless communication device or a cable. The positional information detection sensor 60 may be disposed in an electronic device such as a smartphone. The positional information detection sensor 60 can detect information corresponding to the position of the human-powered vehicle 10 by the rider holding the electronic device or mounting the electronic device on the frame.
The motor rotation sensor 62 is configured to detect information corresponding to the rotation speed of the motor 40 that imparts propulsive force to the human-powered vehicle 10. The motor rotation sensor 62 is provided around the motor 40 or the motor 40. The motor rotation sensor 62 includes, for example, a resolver or an encoder. When a speed reducer is provided between the motor 40 and the transmission path of the manual driving force H, the motor rotation sensor 62 may be configured to detect the rotation speed of a rotating body constituting the speed reducer. The motor rotation sensor 62 is connected to the control unit 72 via a wireless communication device or a cable.
The human powered vehicle 10 preferably also includes a torque sensor 64. The torque sensor 64 is configured to output a signal corresponding to the torque supplied to the crank 12 by the manual driving force H. For example, when the first one-way clutch is provided in the power transmission path, the torque sensor 64 is preferably provided upstream of the first one-way clutch in the power transmission path. The torque sensor 64 includes a strain sensor, a magnetic strain sensor, a pressure sensor, or the like. The strain sensor comprises a strain gauge. The torque sensor 64 is provided at the power transmission path or a member included in the vicinity of the member included in the power transmission path. The member included in the power transmission path is, for example, the crank shaft 12A, a member that transmits the manual driving force H between the crank shaft 12A and the first rotating body 24, the crank arm 12B, or the pedal 20. The torque sensor 64 is connected to the control unit 72 via a wireless communication device or a cable.
The human powered vehicle 10 preferably also includes a shift state sensor 65. The shift state sensor 65 outputs information related to the shift state of the transmission 44. The shift state includes, for example, a shift stage. The shift state sensor 65 may be provided to the transmission 44, or may be provided to a bowden cable or a shift operation device. When the transmission 44 is an electric transmission, the shift state sensor 65 is configured to detect, for example, an operation of an electric actuator of the electric transmission. The electric actuator of the electric transmission includes, for example, a motor and a speed reducer. The shift state sensor 65 is configured to detect an operation of a motor or a reduction gear of the electric actuator. When the transmission 44 is a cable transmission, the shift state sensor 65 is configured to detect at least one of an operation of a movable portion of the transmission 44, an operation of a bowden cable, and an operation of a shift operation device, for example. The shift state sensor 65 is configured to include, for example, a magnetic sensor, a potentiometer, a rotary encoder, a linear encoder, an optical sensor, or the like. The storage unit 74 stores information relating to the shift state output from the shift state sensor 65 and information relating to the gear ratio R of the human-powered vehicle 10 in association with each other. The control unit can acquire information on the current gear ratio R of the human-powered vehicle 10 based on the information on the shift state output from the shift state sensor 65 and the information stored in the storage unit 74.
The control unit 72 controls the module 38 based on the outputs of the plurality of detection units 46. In the case where the component 38 is the motor 40, the control section 72 controls the motor 40 based on the outputs of the plurality of detection sections 46.
The control unit 72 controls the motor 40 according to at least one of a vehicle speed V at which the vehicle 10 is driven by human power and a rotation speed N of the crank 12. Preferably, the control unit 72 also controls the motor 40 based on the manual driving force H. The control unit 72 is configured to control the motor 40 in the assist mode and the travel mode. In the running mode, the control unit 72 is configured to drive the motor 40 when the manual driving force H input to the crank 12 is equal to or less than a predetermined driving force HX. The predetermined driving force HX is, for example, 0 Nm. The walking mode is used, for example, when the user pushes the human power to drive the vehicle 10 to walk. In the traveling mode, the control unit 72 is configured to drive the motor 40 when the manual driving force H is equal to or less than a predetermined driving force HX. The predetermined driving force HX is, for example, 0 Nm. In the assist mode, the control unit 72 is configured to control the motor 40 based on the manual driving force H, and to drive the motor 40 when the manual driving force H is larger than a predetermined driving force HX. The human motive force H may be represented by torque HT, and may also be represented by power WH. When the manual driving force H is represented by electric power, the manual driving force H is obtained by multiplying the torque detected by the torque sensor 64 by the rotation speed N of the crank 12 detected by the crank rotation sensor 56.
The control unit 72 is configured to control the motor 40 such that the assist force M of the motor 40 is at a predetermined assist ratio X with respect to the human driving force H, for example. The predetermined assist ratio X is not fixed, and may be changed, for example, depending on the human power driving force H, the vehicle speed V, or both the human power driving force H and the vehicle speed V. The human-powered driving force H and the assisting force M may be represented by torque or power. When the manual driving force H and the assisting force M are represented by torque, the manual driving force H is referred to as manual torque TH, and the assisting force M is referred to as assisting torque TM. When the manual driving force H and the assist force M are expressed by electric power, the manual driving force H is described as manual power WH, and the assist force M is described as assist power WM. The torque ratio of the assist torque TM to the manual torque TH of the manual drive vehicle 10 may be referred to as an assist ratio AT. The ratio of the assist power WM to the manual power WH of the motor 40 may be referred to as an assist ratio AW. The control unit 72 is configured to control the electric motor 40 in one control state selected from a plurality of control states at least partially different from each other, for example, in correspondence between the human power driving force H and the assist ratio X. The human power WH is calculated by multiplying the human torque TH by the rotational speed N of the crank 12. When the output of the electric motor 40 is input to the power path of the human-powered driving force H via the reduction gear, the output of the reduction gear is used as the assist force M. In the case where there is no speed reducer, the assist power WM is calculated by multiplying the output torque of the motor 40 by the rotational speed of the motor 40. In the case of having a reduction gear, the assist power WM is calculated by multiplying the output torque of the reduction gear by the output rotational speed of the reduction gear. In the case of having a speed reducer, the storage unit 74 is configured to store information relating to the speed reduction ratio of the speed reducer. The control unit 72 can calculate the output rotation speed of the reduction gear from the rotation speed of the motor 40 and information on the reduction gear ratio of the reduction gear. The storage unit 74 stores information indicating a relationship between a control command for the motor 40 and the output torque of the motor 40, for example. The control unit 72 can calculate the output torque of the motor 40 based on information stored in the storage unit 74, for example, indicating the relationship between the control command of the motor 40 and the output torque of the motor 40. The control unit 72 can calculate the output torque of the reduction gear, for example, from the output torque of the motor 40 and information on the reduction gear ratio of the reduction gear. The control unit 72 is configured to output a control command to the drive circuit 76 of the electric motor 40 in accordance with the manual torque TH or the manual power WH. The control command includes, for example, a torque command value. The plurality of control states may also include a control state in which the motor 40 is not driven.
The control unit 72 controls the motor 40 so that the assist force M is equal to or less than the upper limit value MX. When the assist force M is represented by torque, the control unit 72 controls the motor 40 so that the assist torque TM is equal to or less than the upper limit MTX. More preferably, the upper limit value MTX is a value in the range of 30Nm to 90 Nm. The upper limit value MTX is, for example, 80 Nm. The upper limit value MTX is determined by, for example, the output characteristic of the motor 40. When the assist force M is represented by the power, the control unit 72 controls the motor 40 so that the assist power WM is equal to or less than the upper limit MWX.
For example, if the vehicle speed V becomes equal to or higher than a predetermined vehicle speed VX, the control unit 72 stops the motor 40. The predetermined vehicle speed VX is, for example, 45Km per hour. Predetermined vehicle speed VX may be smaller than 45Km per hour, for example, 25Km per hour.
For example, when the rotation speed N of the crank 12 is less than a predetermined first rotation speed N1, the control portion 72 stops the motor 40. The predetermined first rotational speed N1 is, for example, 0 rpm. For example, if the rotation speed N of the crank 12 becomes equal to or higher than the predetermined second rotation speed N2, the control unit 72 may stop the motor 40 or control the motor 40 so that the assist force M becomes smaller.
The control unit 72 is configured to control the module 38 based on the output of the first detection unit 48 when the output of the first detection unit 48 is in the first state. The control unit 72 is configured to control the module 38 based on an output of a predetermined detection unit different from the first detection unit 48 among the plurality of detection units 46, when the output of the first detection unit 48 is not in the first state. In the present embodiment, the predetermined detection unit includes the second detection unit 50.
When the output of the first detection unit 48 is in the first state, the control unit 72 determines that the output of the first detection unit 48 input to the control unit 72 is normal. When the output of the first detection unit 48 is not in the first state, the control unit 72 determines that the output of the first detection unit 48 input to the control unit 72 is not normal.
In the first example, when the output of the first detection unit 48 is not in the first state, the signal output from the first detection unit 48 includes a predetermined first signal. The predetermined first signal includes an output abnormality signal of the first detection unit 48. The abnormality signal is generated, for example, in at least any one of a case where the first detection unit 48 is malfunctioning, a case where there is an abnormality in the connection between the first detection unit 48 and the control unit 72, a case where the first detection unit 48 is not of a predetermined configuration, and a case where the connection between the first detection unit 48 and the control unit 72 is not of a predetermined configuration.
In the second example, when the output of the first detection unit 48 is not in the first state, no signal is output from the first detection unit 48. The case where the signal is not output from the first detection unit 48 includes at least one of the case where the vehicle 10 is driven by a human power and the first detection unit 48 is not mounted, the case where power is not supplied to the first detection unit 48, and the case where the first detection unit 48 and the control unit 72 are not connected. The control unit 72 may determine that the output of the first detection unit 48 is not in the first state in at least one of the first and second examples.
More preferably, the control unit 72 is configured to control the module 38 based on at least one of a first parameter P1 related to the first information and a second parameter P2 related to the second information. The control portion 72 is configured to control the module 38 independently of the output of the first detection portion 48 when the output of the first detection portion 48 is not in the first state. The control unit 72 may be configured to control the module 38 based on the output of the second detection unit 50 when the output of the first detection unit 48 is not in the first state. For example, when the first parameter P1 is estimated from the second parameter P2 relating to the second information, the controller 72 uses the output of the first detector 48 in any one of the first process of correcting the first parameter P1 from the output of the first detector 48, the second process of correcting the control command value of the module 38 from the output of the first detector 48, and the third process independent of the series of processes of controlling the module 38 from the output of the second detector 50.
In the present embodiment, the first parameter P1 includes the vehicle speed V, and the second parameter P2 includes the rotation speed N of the crank 12. The control unit 72 is configured to estimate the vehicle speed V from the rotation speed N of the crank 12. The control unit 72 estimates the vehicle speed V by multiplying the rotation speed N of the crank 12 by the gear ratio R of the human-powered vehicle 10 and the circumferential length of the rear wheel 14A. The speed ratio R of the human powered vehicle 10 corresponds to the ratio of the rotational speed of the wheels 14 to the rotational speed N of the crank 12 of the human powered vehicle 10. The storage unit 74 is configured to store information relating to the circumferential length of the rear wheel 14A in advance.
When the second detection unit 50 includes the acceleration sensor 58, the second parameter P2 includes the acceleration D. The control unit 72 is configured to estimate the vehicle speed V by integrating the acceleration D from the start of the manual drive of the vehicle 10.
When the second detection unit 50 includes the position information detection sensor 60, the second parameter P2 includes the moving distance of the human-powered vehicle 10. The control unit 72 is configured to estimate the vehicle speed V from the GPS information acquired by the GPS receiving unit, the map information recorded in advance in the storage unit 74, and the time. When the second detection unit 50 includes the positional information detection sensor 60, the control unit 72 preferably includes at least one of a timer and a timer circuit for measuring time.
When the second detection unit 50 includes the motor rotation sensor 62, the second parameter P2 includes the rotation speed of the motor 40. The control unit 72 is configured to estimate the vehicle speed V by multiplying the gear ratio of the motor 40 and the circumferential length of the rear wheels 14A by the rotation speed of the motor 40. The gear ratio of the motor 40 corresponds to a ratio of the rotational speed of the wheels 14 to the rotational speed of the motor 40. When the second detection unit 50 includes the motor rotation sensor 62, the storage unit 74 stores information on the circumferential length of the rear wheel 14A in advance.
More preferably, when the output of the first detection unit 48 is not in the first state, the control unit 72 causes the notification unit 42 to notify predetermined notification information. The predetermined notification information is configured to notify the user of an error of the first detection unit 48. When the notification unit 42 includes a display unit, for example, the predetermined notification information includes at least one of a character and an image. When the notification unit 42 includes a speaker, for example, the predetermined notification information includes at least one of a sound and a warning sound. When the output of the first detection unit 48 is not in the first state, the notification unit 42 may continue to perform the notification, or may perform the notification intermittently until the first state is reached, for example.
Referring to fig. 3 and 4, the process of the control unit 38 according to the output state of the first detection unit 48 will be described. If power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S11 of the flowchart shown in fig. 3. If the flowcharts of fig. 3 and 4 are finished, the control unit 72 repeats the processing from step S11 after a predetermined period before stopping the supply of electric power. The processes of fig. 3 and 4 illustrate an example of a case where the component 38 is a motor 40. The control unit 72 executes an assist process of driving the motor 40 in accordance with the manual driving force H, for example, in parallel with the processes of the flowcharts shown in fig. 3 and 4. For example, if the human power driving force H is larger than the predetermined driving force HX, the control unit 72 drives the motor 40, and if the human power driving force H is equal to or smaller than the predetermined driving force HX, the control unit 72 stops the motor 40. The processing of the control unit 72 in the flowcharts of fig. 3 and 4 is executed with priority over the assist processing. When the module 38 is the electric motor 40, the control unit 72 is configured to drive the electric motor 40 based on the human-powered driving force H when the output of the first detection unit 48 is in the first state, and when the vehicle speed V calculated based on the output of the first detection unit 48 is not equal to or higher than the predetermined vehicle speed VX and the human-powered driving force H is greater than the predetermined driving force HX. When the module 38 is the electric motor 40, the control unit 72 is configured to drive the electric motor 40 based on the human-powered driving force H when the output of the first detection unit 48 is not in the first state and when the vehicle speed V estimated based on the output of a predetermined detection unit different from the first detection unit 48 among the plurality of detection units 46 is not equal to or higher than the predetermined vehicle speed VX and the human-powered driving force H is greater than the predetermined driving force HX.
In step S11, the control unit 72 determines whether the output of the vehicle speed sensor 54 is in the first state. When the output of the vehicle speed sensor 54 is in the first state, the control unit 72 proceeds to step S12. The control unit 72 calculates the vehicle speed V from the output of the vehicle speed sensor 54 in step S12 and proceeds to step S13.
In step S13, the control unit 72 determines whether or not the vehicle speed V is equal to or greater than a predetermined vehicle speed VX. When the vehicle speed V is equal to or higher than the predetermined vehicle speed VX, the control unit 72 proceeds to step S14. In step S14, the control unit 72 stops the motor 40 and ends the process. When the motor 40 is driven, the control unit 72 stops the motor 40 in step S14. When the motor 40 is stopped, the control unit 72 keeps the motor 40 stopped in step S14. In step S13, control unit 72 ends the process if vehicle speed V is not equal to or greater than predetermined vehicle speed VX.
When the output of the vehicle speed sensor 54 is not in the first state in step S11, the control unit 72 proceeds to step S15. The control unit 72 determines whether or not the crank 12 is rotating in the normal rotation direction in step S15. The control unit 72 ends the process when the crank 12 is not rotating in the normal rotation direction. The forward direction is equivalent to the forward direction. When the crank 12 rotates in the normal rotation direction, the control unit 72 proceeds to step S16.
The control unit 72 determines in step S16 whether or not information relating to the gear shift state is acquired. The control portion 72 proceeds to step S17 without acquiring information relating to the shift speed. The control portion 72 does not acquire information about the shift speed, for example, when the shift state sensor 65 is not connected to the control portion 72. Whether or not the shift state sensor 65 is connected may be determined based on information stored in the storage unit 74 in advance, or may be determined based on whether or not a signal from the shift state sensor 65 is input to the control unit 72.
The control unit 72 determines in step S17 whether or not the rotation amount C of the crank 12 is equal to or greater than a predetermined rotation amount CX. For example, when the rotation amount C from the start of rotation of the crank 12 is equal to or greater than the predetermined first rotation amount CX1, the control unit 72 determines that the rotation amount C of the crank 12 is equal to or greater than the predetermined first rotation amount CX 1. The control unit 72 ends the process when the rotation amount C of the crank 12 is not equal to or greater than the predetermined first rotation amount CX 1. When the rotation amount C of the crank 12 is equal to or greater than the predetermined first rotation amount CX1, the control unit 72 proceeds to step S18. In step S18, control unit 72 causes notification unit 42 to notify vehicle speed sensor 54 of an error and proceeds to step S19. The predetermined first rotation amount CX1 is included in the range of, for example, 20 degrees to 720 degrees if it is represented by the rotation angle of the crank 12.
In step S19, the control unit 72 estimates the vehicle speed V from the maximum value of the gear ratio R of the human-powered vehicle 10 and the rotation speed N of the crank 12, and proceeds to step S20. The maximum value of the gear ratio R of the human-powered vehicle 10 is stored in the storage unit 74 in advance. The control unit 72 estimates the vehicle speed V by multiplying the maximum value of the gear ratio R stored in the storage unit 74 by the rotation speed N of the crank 12 detected by the crank rotation sensor 56 and the circumferential length of the rear wheel 14A.
At step S20, control unit 72 determines whether or not vehicle speed V estimated at step S19 is equal to or greater than predetermined vehicle speed VX. When the vehicle speed V is equal to or higher than the predetermined vehicle speed VX, the control unit 72 proceeds to step S21. In step S21, the control unit 72 stops the motor 40 and ends the process. When the motor 40 is driven, the control unit 72 stops the motor 40 in step S21. When the motor 40 is stopped, the control unit 72 keeps the motor 40 stopped in step S21. In step S20, control unit 72 ends the process if vehicle speed V is not equal to or greater than predetermined vehicle speed VX.
The control portion 72 proceeds to step S22 in the case where the information relating to the shifting state is acquired in step S16. The control unit 72 determines in step S22 whether or not the rotation amount C of the crank 12 is equal to or greater than a predetermined second rotation amount CX 2. The control unit 72 can acquire the current gear ratio R based on the information on the gear position and the information stored in the storage unit 74. The control unit 72 ends the process when the rotation amount C of the crank 12 is not equal to or greater than the predetermined second rotation amount CX 2. When the rotation amount C of the crank 12 is equal to or greater than the predetermined second rotation amount CX2, the control unit 72 proceeds to step S23. The predetermined second rotation amount CX2 may be the same as or different from the predetermined first rotation amount CX 1. The predetermined second rotation amount CX2 may be a different value for each gear, for example. When the predetermined second rotation amount CX2 corresponding to each gear position is different, the information on each gear position and the predetermined second rotation amount CX2 are stored in the storage unit 74 in association with each other. In this case, the predetermined second rotation amount CX2 corresponding to the shift speed at which the speed change ratio R is maximum is preferably equal to the predetermined first rotation amount CX 1. For example, when the human-powered vehicle 10 has advanced the same distance in each speed ratio R, the shift from step S22 to step S23 may be performed in advance such that the second rotation amount CX2 predetermined as the speed ratio R decreases. In step S23, control unit 72 causes notification unit 42 to notify vehicle speed sensor 54 of an error and proceeds to step S24.
The control unit 72 estimates the vehicle speed V from the current gear ratio R and the rotation speed N of the crank 12 in step S24, and the process proceeds to step S25. The control unit 72 estimates the vehicle speed V by multiplying the current gear ratio R by the rotation speed N of the crank 12 detected by the crank rotation sensor 56 and the circumferential length of the rear wheel 14A.
At step S25, control unit 72 determines whether or not vehicle speed V estimated at step S24 is equal to or greater than predetermined vehicle speed VX. When the vehicle speed V is equal to or higher than the predetermined vehicle speed VX, the control unit 72 proceeds to step S26. In step S26, the control unit 72 stops the motor 40 and ends the process. When the motor 40 is driven, the control unit 72 stops the motor 40 in step S26. When the motor 40 is stopped, the control unit 72 keeps the motor 40 stopped in step S26. In step S25, the control unit 72 ends the process when the vehicle speed V is not equal to or greater than the predetermined vehicle speed VX.
The control unit 72 is configured to set a flag for prohibiting the driving of the motor 40 in step S14, step S21, and step S26, and to release the flag for prohibiting the driving of the motor 40 when no is set in step S13, step S20, and step S25. The control unit 72 is configured not to drive the motor 40 when the flag for prohibiting the drive of the motor 40 is set. The control unit 72 is configured to be able to drive the motor 40 in accordance with the manual driving force H when the flag prohibiting the drive of the motor 40 is released.
When the crank 12 is stopped and when the crank 12 is idling, it is difficult to estimate the vehicle speed V from the output of the crank rotation sensor 56. When the vehicle 10 is driven by a human power by the rotation of the crank 12 and the vehicle speed sensor 54 is not in the first state, the control unit 72 controls the motor 40 based on the output of the crank rotation sensor 56, and therefore, the motor 40 can be controlled based on the output of the crank rotation sensor 56 in a state where the deviation between the vehicle speed V estimated based on the output of the crank rotation sensor 56 and the actual vehicle speed V is small.
When yes in step S15, the control unit 72 may determine whether or not the manual torque TH is equal to or greater than a predetermined value THX. The control unit 72 proceeds to step S16 when the human torque TH is equal to or greater than a predetermined value THX, and ends the process when the human torque TH is less than the predetermined value THX. The predetermined value THX is, for example, a value in a range of 5Nm or more and 10Nm or less. In this case, since the output of the crank rotation sensor 56 can be estimated in a state where the manual torque TH is transmitted to the rear wheel 14A, the electric motor 40 can be controlled based on the output of the crank rotation sensor 56 in a state where the deviation between the vehicle speed V estimated based on the output of the crank rotation sensor 56 and the actual vehicle speed V is small.
< second embodiment >
Referring to fig. 2 and 5, a control device 70 according to a second embodiment will be described. The same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and redundant description thereof will be omitted.
In the present embodiment, the first detection unit 48 includes any one of the vehicle speed sensor 54, the crank rotation sensor 56, the acceleration sensor 58, the position information detection sensor 60, and the motor rotation sensor 62, and the second detection unit 50 includes any one of the vehicle speed sensor 54, the crank rotation sensor 56, the acceleration sensor 58, the position information detection sensor 60, and the motor rotation sensor 62 that is different from the first detection unit 48.
The control unit 72 is configured to control the module 38 based on the output of the first detection unit 48 when the output of the first detection unit 48 is in the first state. The control unit 72 is configured to control the module 38 based on an output of a predetermined detection unit different from the first detection unit 48 among the plurality of detection units 46, when the output of the first detection unit 48 is not in the first state. The predetermined detection unit includes the second detection unit 50, but the combination of the sensor included in the first detection unit 48 and the sensor included in the second detection unit 50 is not limited thereto. The first detection portion 48 may include a crank rotation sensor 56, and the second detection portion 50 may include a vehicle speed sensor 54. Table 1 shows a combination of the sensors included in the first detection unit 48 and the sensors included in the second detection unit 50.
[ TABLE 1 ]
Example of the combination First detecting part Second detecting part
1 Speed sensor Crank rotation sensor
2 Speed sensor Acceleration sensor
3 Speed sensor Position information detection sensor
4 Speed sensor Motor rotation sensor
5 Crank rotation sensor Speed sensor
6 Crank rotation sensor Acceleration sensor
7 Crank rotation sensor Position information detection sensor
8 Crank rotation sensor Motor rotation sensor
9 Acceleration sensor Speed sensor
10 Acceleration sensor Crank rotation sensor
11 Acceleration sensor Position information detection sensor
12 Acceleration sensor Motor rotation sensor
13 Position information detection sensor Speed sensor
14 Position information detection sensor Crank rotation sensor
15 Position information detection sensor Acceleration sensor
16 Position information detection sensor Motor rotation sensor
17 Motor rotation sensor Speed sensor
18 Motor rotation sensor Crank rotation sensor
19 Motor rotation sensor Acceleration sensor
20 Motor rotation sensor Position information detection sensor
Referring to fig. 5, the process of controlling the module 38 according to the output state of the first detection section 48 will be described. If power is supplied to the control section 72, the control section 72 starts the process and proceeds to step S32 of the flowchart shown in fig. 5. If the flowchart of fig. 5 is finished, the control unit 72 repeats the processing from step S32 after a predetermined period before stopping the supply of electric power.
In step S32, the control unit 72 determines whether or not the output state of the first detection unit 48 is the first state. When the output state of the first detection unit 48 is the first state, the control unit 72 proceeds to step S33. The control unit 72 controls the module 38 in step S33 based on the output of the first detection unit 48. The control section 72 controls the motor 40 in step S33 in accordance with the output of the first detection section 48, for example, in the same manner as in steps S13 and S14.
When the output state of the first detection section 48 is not the first state in step S32, the control section 72 proceeds to step S34. In step S34, the control unit 72 causes the notification unit 42 to notify predetermined notification information, and the process proceeds to step S35. The control unit 72, for example, causes the notification unit 42 to notify the first detection unit 48 of an error. In step S35, the control unit 72 controls the module 38 based on the output of the predetermined detection unit. In the case where the second detecting portion 50 is the crank rotation sensor 56, the control portion 72 controls the motor 40 in step S35 in accordance with the output of the crank rotation sensor 56, for example, in the same manner as in step S16, step S17, step S19 to step S21, and step S22 to step S26 of fig. 4.
< third embodiment >
A control device 70 according to a third embodiment will be described with reference to fig. 6 and 7. The control device 70 of the third embodiment is the same as the control device 70 of the first and second embodiments, except that the control unit 72 can control the module 38 by the third and fourth detection units 66, 68, and therefore the same components as those of the first and second embodiments are given the same reference numerals, and redundant description is omitted.
The plurality of detection portions 46 includes a first detection portion 48. The plurality of detection portions 46 further includes a second detection portion 50. The plurality of detection portions 46 further include a third detection portion 66. The plurality of detection portions 46 further includes a fourth detection portion 68. The third detection unit 66 is configured to detect third information relating to the vehicle speed V. The third information contains a third parameter P3. The first parameter P1 is related to the third parameter P3. The first information can be estimated from the third information. The fourth detection unit 68 is configured to detect fourth information relating to the vehicle speed V. The fourth information includes a fourth parameter P4. The first parameter P1 is related to the fourth parameter P4. The first information can be estimated from the fourth information.
The first detection portion 48, the second detection portion 50, the third detection portion 66, and the fourth detection portion 68 include respectively different ones of the vehicle speed sensor 54, the crank rotation sensor 56, the acceleration sensor 58, the position information detection sensor 60, and the motor rotation sensor 62. The first detection portion 48 preferably includes a vehicle speed sensor 54. The second detection unit 50 preferably includes one of a crank rotation sensor 56 and an acceleration sensor 58. The third detection unit 66 preferably includes the other of the crank rotation sensor 56 and the acceleration sensor 58. For example, the first detection unit 48 includes the vehicle speed sensor 54, the second detection unit 50 includes the crank rotation sensor 56, the third detection unit 66 includes the acceleration sensor 58, and the fourth detection unit 68 includes the position information detection sensor 60, but the combination of the sensors included in the first detection unit 48, the sensors included in the second detection unit 50, the sensors included in the third detection unit 66, and the sensors included in the fourth detection unit 68 is not limited thereto. Table 2 shows two examples of combinations of sensors included in the first detection unit 48, the second detection unit 50, the third detection unit 66, and the fourth detection unit 68. Since there are a plurality of combinations of sensors included in the first detection unit 48, the second detection unit 50, the third detection unit 66, and the fourth detection unit 68, only two examples of more preferable combinations are shown in table 2.
[ TABLE 2 ]
Example of the combination First detecting part Second detecting part Third detecting part The fourth detecting part
1 Vehicle speed sensor Crank rotation sensor Acceleration sensor Position information detection sensor
2 Vehicle speed sensor Acceleration sensor Crank rotation sensor Position information detection sensor
The predetermined detection unit preferably includes the second detection unit 50. When the output of the first detection unit 48 is not in the first state and the output of the second detection unit 50 is in the second state, the control unit 72 is configured to control the module 38 based on the output of the second detection unit 50.
The predetermined detection unit preferably includes a third detection unit 66. When the output of the first detector 48 is not in the first state and the output of the second detector 50 is not in the second state, the controller 72 is configured to control the module 38 based on the output of the third detector 66.
When the output of the second detection unit 50 is in the second state, the control unit 72 determines that the output of the second detection unit 50 input to the control unit 72 is normal. When the output of the second detection unit 50 is not in the second state, the control unit 72 determines that the output of the second detection unit 50 input to the control unit 72 is not normal.
In the third example, when the output of the second detection unit 50 is not in the second state, the signal output from the second detection unit 50 includes a predetermined second signal. The predetermined second signal includes an output abnormality signal of the second detection unit 50. The abnormal signal is generated, for example, in at least any one of a case where the second detection unit 50 is malfunctioning, a case where there is an abnormality in the connection between the second detection unit 50 and the control unit 72, a case where the second detection unit 50 is not of a predetermined configuration, and a case where the connection between the second detection unit 50 and the control unit 72 is not of a predetermined configuration.
In the fourth example, when the output of the second detection section 50 is not in the second state, no signal is output from the second detection section 50. The case where no signal is output from the second detection unit 50 includes at least one of the case where the second detection unit 50 is not mounted on the human-powered vehicle 10, the case where power is not supplied to the second detection unit 50, and the case where the second detection unit 50 and the control unit 72 are not connected. The control unit 72 may determine that the output of the second detection unit 50 is not in the second state in at least one of the third and fourth examples.
The predetermined detection unit preferably includes a third detection unit 66 and a fourth detection unit 68. The control unit 72 is configured to control the module 38 based on the output of the third detection unit 66 when the output of the first detection unit 48 is not in the first state, the output of the second detection unit 50 is not in the second state, and the third detection unit 66 is in the third state. The control unit 72 is configured to control the module 38 based on the output of the fourth detection unit 68 when the output of the first detection unit 48 is not in the first state, the output of the second detection unit 50 is not in the second state, and the third detection unit 66 is not in the third state.
When the output of the third detection unit 66 is in the third state, the control unit 72 determines that the output of the third detection unit 66 input to the control unit 72 is normal. When the output of third detection unit 66 is not in the third state, control unit 72 determines that the output of third detection unit 66 input to control unit 72 is not normal.
In the fifth example, when the output of the third detection unit 66 is not in the third state, the signal output from the third detection unit 66 includes a predetermined third signal. The predetermined third signal includes an output abnormality signal of the third detection unit 66. The abnormal signal is generated, for example, in at least any one of a case where the third detection unit 66 is broken, a case where there is an abnormality in the connection between the third detection unit 66 and the control unit 72, a case where the third detection unit 66 has no predetermined configuration, and a case where the connection between the third detection unit 66 and the control unit 72 has no predetermined configuration.
In the sixth example, when the output of the third detection unit 66 is not in the third state, no signal is output from the third detection unit 66. The case where the signal is not output from the third detection unit 66 includes at least one of the case where the third detection unit 66 is not mounted on the human-powered vehicle 10, the case where power is not supplied to the third detection unit 66, and the case where the third detection unit 66 and the control unit 72 are not connected. The control portion 72 may determine that the output of the third detection portion 66 is not the third state in one of the fifth and sixth examples.
More preferably, the controller 72 is configured to estimate the first parameter P1 from the second parameter P2 calculated based on the second information and to control the module 38 based on the estimated first parameter P1 when the output of the first detector 48 is not in the first state and the output of the second detector 50 is in the second state.
More preferably, the control unit 72 is configured to control the module 38 based on an output of at least one of the first detection unit 48 and the second detection unit 50 when the output of the first detection unit 48 is in the first state and the output of the second detection unit 50 is in the second state. More preferably, the control unit 72 is configured to control the module 38 based on the output of the second detection unit 50 independently of the output of the first detection unit 48 when the output of the first detection unit 48 is not in the first state and the output of the second detection unit 50 is in the second state. More preferably, the control unit 72 is configured to control the module 38 based on the output of the first detection unit 48 and independent of the output of the second detection unit 50 when the output of the first detection unit 48 is in the first state and the output of the second detection unit 50 is not in the second state.
More preferably, the control unit 72 causes the notification unit 42 to notify predetermined first notification information when the output of the first detection unit 48 is not in the first state. The predetermined first notification information includes the same information as the predetermined notification information. More preferably, the control unit 72 causes the notification unit 42 to notify predetermined second notification information when the output of the second detection unit 50 is not in the second state. More preferably, the control unit 72 causes the notification unit 42 to notify predetermined third notification information when the output of the third detection unit 66 is not in the third state. The predetermined first notification information is configured to notify the user of an error of the first detection unit 48. The predetermined second notification information is configured to notify the user of at least one error in the first detection unit 48 and the second detection unit 50. The predetermined second notification information is preferably configured to notify the user of an error in the first detection unit 48 or the second detection unit 50. The predetermined third notification information is configured to notify the user of an error in at least one of the first detector 48, the second detector 50, and the third detector 66. The predetermined third notification information is preferably configured to notify the user of an error in the first detection unit 48, the second detection unit 50, or the third detection unit 66. When the notification unit 42 includes a display unit, the predetermined first notification information, the predetermined second notification information, and the predetermined third notification information include at least one of a character and an image, for example. When the notification unit 42 includes a speaker, the predetermined first notification information, the predetermined second notification information, and the predetermined third notification information include at least one of a sound and a warning sound, for example. More preferably, when the output of the first detection unit 48 is not in the first state, the notification unit 42 continues to perform the notification until the first state is reached. The notification unit 42 may continue to perform the notification, or may perform the notification intermittently until the output of the first detection unit 48 becomes the first state and the output of the second detection unit becomes the second state. The notification unit 42 may continue to perform the notification, or may perform the notification intermittently until the output of the first detection unit 48 becomes the first state, the output of the second detection unit becomes the second state, and the output of the third detection unit becomes the third state, for example.
Referring to fig. 7, a process of controlling the module 38 according to the output state of the first detection portion 48 will be described. If power is supplied to the control section 72, the control section 72 starts the process and proceeds to step S42 of the flowchart shown in fig. 7. If the flowchart of fig. 7 ends, the control unit 72 repeats the processing from step S42 after a predetermined period before stopping the supply of electric power.
In step S42, the control unit 72 determines whether or not the output state of the first detection unit 48 is the first state. When the output state of the first detection unit 48 is the first state, the control unit 72 proceeds to step S43. The control unit 72 controls the module 38 in step S43 based on the output of the first detection unit 48. The control section 72 controls the motor 40 in step S43 in accordance with the output of the first detection section 48, for example, in the same manner as in steps S13 and S14.
When the output state of the first detection section 48 is not the first state in step S42, the control section 72 proceeds to step S44. The control unit 72 determines in step S44 whether or not the output state of the second detection unit 50 is the second state. When the output state of the second detection unit 50 is the second state, the control unit 72 proceeds to step S45. In step S45, the control unit 72 causes the notification unit 42 to notify the predetermined first notification information, and the process proceeds to step S46. In step S46, the control unit 72 controls the module 38 based on the output of the second detection unit 50. In the case where the second detecting portion 50 is the crank rotation sensor 56, the control portion 72 controls the motor 40 in step S46 in accordance with the output of the crank rotation sensor 56, for example, in the same manner as in step S16, step S17, step S19 to step S21, and step S22 to step S26 of fig. 4.
When the output state of the second detection section 50 is not the second state in step S44, the control section 72 proceeds to step S47. The control unit 72 determines in step S47 whether or not the output state of the third detection unit 66 is the third state. When the output state of the third detection unit 66 is the third state, the control unit 72 proceeds to step S48. In step S48, the control unit 72 causes the notification unit 42 to notify the predetermined second notification information, and the process proceeds to step S49. The control unit 72 controls the module 38 in step S49 based on the output of the third detection unit 66. In the case where the third detector 66 includes the acceleration sensor 58, the controller 72 controls the motor 40 in the same manner as in steps S13 and S14 of fig. 3, using the vehicle speed V estimated from the output of the acceleration sensor 58 in step S49.
When the output state of the third detection portion 66 is not the third state in step S47, the control portion 72 proceeds to step S50. In step S50, the control unit 72 causes the notification unit 42 to notify predetermined third notification information, and the process proceeds to step S51. The control unit 72 controls the module 38 in accordance with the output of the fourth detection unit 68 in step S51. In the case where the fourth detector 68 includes the position information detecting sensor 60, the controller 72 controls the motor 40 in the same manner as in steps S13 and S14 of fig. 3, using the vehicle speed V estimated from the output of the position information detecting sensor 60 in step S51.
< fourth embodiment >
A control device 70 according to a fourth embodiment will be described with reference to fig. 2 and 8. The control device 70 of the fourth embodiment is the same as the control device 70 of the first embodiment except that the control unit 72 controls the module 38 so that the module 38 is in a predetermined state based on the output states of the first detection unit 48 and the second detection unit 50, and therefore the same reference numerals as in the first embodiment are given to the same components as in the first embodiment, and redundant description is omitted.
In the present embodiment, the human-powered vehicle 10 includes the module 38 for a human-powered vehicle and a plurality of detection units 46, and the plurality of detection units 46 are configured to detect information on the vehicle speed V of the human-powered vehicle 10 and to have different information on the vehicle speed V. The plurality of detection portions 46 includes a first detection portion 48 and a second detection portion 50.
The control device 70 includes a control section 72. When the output of the first detection portion 48 is in the first state and when the output of the second detection portion 50 is in the second state, the control portion 72 controls the component 38 based on the output of at least one of the first detection portion 48 and the second detection portion 50. When the output of the first detection unit 48 is not in the first state, the control unit 72 controls the module 38 to bring the module 38 into a predetermined state without depending on the output of the second detection unit 50. When the output of the second detection unit 50 is not in the second state, the control unit 72 controls the module 38 so that the module 38 is in a predetermined state without depending on the output of the first detection unit 48.
Preferably, the first detection unit 48 is configured to detect third information relating to the vehicle speed V, the second detection unit 50 is configured to detect fourth information relating to the vehicle speed V, and the third information and the fourth information are associated with each other. In the present embodiment, for example, the combination of table 1 of the second embodiment can be applied to the combination of the first detection unit 48 and the second detection unit 50.
Preferably, the control unit 72 is configured to control the module 38 based on both the third information and the fourth information when the output of the first detection unit 48 is in the first state and the output of the second detection unit 50 is in the second state. Preferably, when the output of the first detection unit 48 is in the first state and the output of the second detection unit 50 is in the second state, the control unit 72 performs control of the component 38 corresponding to the third information in advance and performs control of the component 38 corresponding to the fourth information in advance. For example, in the case where one of the first and second detection units 48 and 50 includes the vehicle speed sensor 54 and the other of the first and second detection units 48 and 50 includes the crank rotation sensor 56, when the output of the first detection unit 48 is in the first state and the output of the second detection unit 50 is in the second state, the control unit 72 controls the package 38 based on the vehicle speed V corresponding to the output of the vehicle speed sensor 54 and controls the package 38 based on the rotation speed N of the crank 12 corresponding to the output of the crank rotation sensor 56. Preferably, when the output of the first detection unit 48 is in the first state and the output of the second detection unit 50 is in the second state, the control unit 72 does not use the value of the fourth information estimated from the third information or the value of the third information estimated from the fourth information to control the component 38.
In the present embodiment, it is preferable that the assembly 38 includes an electric actuator 39. The predetermined state includes a state in which the electric actuator 39 does not operate. When the electric actuator 39 is the electric motor 40, the predetermined state preferably includes a state in which the electric motor 40 is stopped. When the electric actuator 39 is the motor 40, the predetermined state may include a state in which the assist force M of the motor 40 is suppressed.
The process of controlling the module 38 based on the output states of the plurality of detection units 46 will be described with reference to fig. 8. If power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S81 of the flowchart shown in fig. 8. If the flowchart of fig. 8 is finished, the control unit 72 repeats the processing from step S81 after a predetermined period before stopping the supply of electric power.
In step S81, the control unit 72 determines whether the output of the first detection unit 48 is in the first state. When the output of the first detection unit 48 is in the first state, the control unit 72 proceeds to step S82. The control unit 72 determines in step S82 whether or not the output of the second detection unit 50 is in the second state. When the output of the second detection unit 50 is in the second state, the control unit 72 proceeds to step S83. In step S83, the control unit 72 controls the module 38 based on the outputs of the first detection unit 48 and the second detection unit 50, and ends the process.
When the output of the first detection section 48 is not the first state in step S81, the control section 72 shifts to step S84. When the output of the second detection section 50 is not in the second state in step S82, the control section 72 proceeds to step S84. The control unit 72 may replace the contents of the processing in step S81 and step S82. When the output of the first detector 48 is not in the first state and when the output of the second detector 50 is not in the second state, the controller 72 proceeds to step S84 through step S81 and step S82.
In step S84, the control unit 72 causes the notification unit 42 to notify predetermined notification information, and the process proceeds to step S85. In step S85, the control unit 72 controls the module 38 so that the module 38 is in a predetermined state, and ends the process.
< fifth embodiment >
A control device 70 according to a fifth embodiment will be described with reference to fig. 2 and 9. The control device 70 of the fifth embodiment is the same as the control device 70 of the first embodiment except that the control unit 72 controls the module 38 to be in a predetermined state based on the third information and the fourth information, and therefore the same reference numerals as those of the first embodiment are given to the same configuration as that of the first embodiment, and redundant description is omitted.
In the present embodiment, the human-powered vehicle 10 includes: a component 38 for a human powered vehicle; and a plurality of detection units 46, wherein the plurality of detection units 46 are configured to detect information relating to a vehicle speed V of the human-powered vehicle 10, and the information relating to the vehicle speed V is different from each other. The plurality of detection portions 46 includes a first detection portion 48 and a second detection portion 50.
The control device 70 includes a control section 72. When at least one of the third information on the vehicle speed V of the human-powered vehicle 10 output from the first detection unit 48 and the fourth information on the vehicle speed V of the human-powered vehicle 10 output from the second detection unit 50 corresponds to a case where the vehicle speed V of the human-powered vehicle 10 is equal to or higher than a predetermined speed VX, the control unit 72 controls the module 38 so that the module 38 is in a predetermined state. In the present embodiment, for example, the combination of table 1 of the second embodiment can be applied to the combination of the first detection unit 48 and the second detection unit 50. For example, when the first detection unit 48 is the vehicle speed sensor 54 and the second detection unit 50 is the crank rotation sensor 56, the third information is the vehicle speed V calculated from the output of the vehicle speed sensor 54, and the fourth information is the vehicle speed V estimated from the output of the crank rotation sensor 56.
Preferably, the control unit 72 controls the module 38 so that the module 38 is in a predetermined state when one of the third information and the fourth information corresponds to a case where the vehicle speed V of the human-powered vehicle 10 is equal to or higher than a predetermined speed VX. Since the control unit 72 controls the module 38 so that the module 38 is in the predetermined state when one of the third information and the fourth information corresponds to the case where the vehicle speed V of the human-powered vehicle 10 is equal to or higher than the predetermined speed VX, for example, even when the first detection unit 48 is not in the first state or the second detection unit 50 is not in the second state, the module 38 can be prevented from being in the predetermined state when the vehicle speed V is equal to or higher than the predetermined speed VX.
In the present embodiment, it is preferable that the assembly 38 includes an electric actuator 39. The predetermined state includes a state in which the electric actuator 39 does not operate. When the electric actuator 39 is the motor 40, the predetermined state includes a state in which the motor 40 is stopped. When the electric actuator 39 is the motor 40, the predetermined state includes a state in which the assist force M of the motor 40 is suppressed.
Preferably, the control unit 72 causes the notification unit 42 to notify predetermined notification information when at least one of the third information and the fourth information corresponds to a case where the vehicle speed V of the human-powered vehicle 10 is equal to or higher than a predetermined speed VX. The predetermined notification information is configured to notify the user that at least one of the third information and the fourth information corresponds to a case where the vehicle speed V of the human-powered vehicle 10 is equal to or higher than the predetermined speed VX. In the case where the notification unit 42 includes a display unit, for example, the predetermined notification information includes at least one of a character and an image. In the case where the notification unit 42 includes a speaker, for example, the predetermined notification information includes at least one of a sound and a warning sound. When the output of the first detection unit 48 is not in the first state, the notification unit 42 may perform the notification continuously or intermittently until the first state is reached, for example.
The process of controlling the module 38 based on the output states of the plurality of detection units 46 will be described with reference to fig. 9. If power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S91 of the flowchart shown in fig. 9. If the flowchart of fig. 9 is finished, the control unit 72 repeats the processing from step S91 after a predetermined period before stopping the supply of electric power.
In step S91, the control unit 72 determines whether or not the third information corresponds to a case where the vehicle speed V is equal to or higher than a predetermined speed VX. If the third information does not correspond to the case where the vehicle speed V is equal to or higher than the predetermined speed VX, the control unit 72 proceeds to step S92. In step S92, the control unit 72 determines whether or not the fourth information corresponds to a case where the vehicle speed V is equal to or higher than a predetermined speed VX. When the fourth information does not correspond to the case where the vehicle speed V is equal to or higher than the predetermined speed VX, the control unit 72 ends the process.
If the third information corresponds to the vehicle speed V being equal to or higher than the predetermined speed VX in step S91, the control unit 72 proceeds to step S93. If the fourth information corresponds to the vehicle speed V being equal to or higher than the predetermined speed VX in step S92, the controller 72 proceeds to step S93. The control unit 72 may replace the contents of the processing in step S91 and step S92. When the third information corresponds to the vehicle speed V being equal to or higher than the predetermined speed VX and when the fourth information corresponds to the vehicle speed V being equal to or higher than the predetermined speed VX, the controller 72 proceeds to step S93 through step S91 and step S92.
In step S93, the control unit 72 causes the notification unit 42 to notify predetermined notification information, and the process proceeds to step S94. In step S94, the control unit 72 controls the module 38 so that the module 38 is in a predetermined state, and ends the process.
< modification example >
The description related to the embodiment is an illustration of the manner in which the control device for a human-powered vehicle of the present disclosure can be employed, and is not intended to limit the manner in which it is employed. The control device for a human-powered vehicle according to the present disclosure may employ, for example, a modification of the embodiment described below and a combination of at least two modifications that are not mutually inconsistent. In the following modifications, the same reference numerals as in the embodiment are given to the portions common to the embodiment and the description thereof is omitted.
In the embodiment including the first embodiment or the modification of the first embodiment, steps S16 and S22 to S26 may be omitted from the flowcharts of fig. 3 and 4. In this case, when yes in step S15, the process proceeds to step S17.
In the embodiment including the first embodiment or the modification of the first embodiment, steps S16 to S21 may be omitted from the flowcharts of fig. 3 and 4. In this case, when yes in step S15, the flow shifts to step S22. In this modification, the human-powered vehicle 10 includes a shift state sensor 65 that detects the gear ratio R of the human-powered vehicle 10, and the control unit 72 estimates the vehicle speed V using the current gear ratio R obtained from the output of the shift state sensor 65.
In an embodiment including the third embodiment or the modification of the third embodiment, the plurality of detection portions 46 may include five or more detection portions 46. In this case, when the first detector 48, the second detector 50, the third detector 66, and the fourth detector 68 are in a state in which they cannot be used for controlling the module 38, the module 38 is controlled based on the outputs of the detectors 46 other than the first detector 48, the second detector 50, the third detector 66, and the fourth detector 68 among the plurality of detectors 46. When the output of the fourth detection unit 68 is in the fourth state, the control unit 72 determines that the output of the fourth detection unit 68 input to the control unit 72 is normal. When the output of the fourth detection unit 68 is not in the fourth state, the control unit 72 determines that the output of the fourth detection unit 68 input to the control unit 72 is abnormal.
In the seventh example, when the output of the fourth detection section 68 is not in the fourth state, the signal output from the fourth detection section 68 includes a predetermined fourth signal. The predetermined fourth signal includes an output abnormality signal of the fourth detection unit 68. The abnormality signal is generated, for example, in at least any one of a case where the fourth detection unit 68 has failed, a case where there is an abnormality in the connection between the fourth detection unit 68 and the control unit 72, a case where the fourth detection unit 68 has no predetermined configuration, and a case where the connection between the fourth detection unit 68 and the control unit 72 has no predetermined configuration.
In the eighth example, when the output of the fourth detection section 68 is not in the fourth state, no signal is output from the fourth detection section 68. The case where no signal is output from the fourth detection unit 68 includes at least one of the case where the human-powered vehicle 10 is not equipped with the fourth detection unit, the case where no electric power is supplied to the fourth detection unit, and the case where the fourth detection unit 68 and the control unit 72 are not connected. The control unit 72 may determine that the output of the fourth detection unit 68 is not in the fourth state in at least one of the seventh and eighth embodiments. When the output of the first detector 48 is not in the first state, the output of the second detector 50 is not in the second state, the output of the third detector 66 is not in the third state, and the output of the fourth detector 68 is not in the fourth state, the controller 72 is configured to control the module 38 based on the outputs of the detectors 46 other than the first detector 48, the second detector 50, the third detector 66, and the fourth detector 68.
In an embodiment including the third embodiment or a modification of the third embodiment, step S47, step S50, and step S51 may be omitted from the flowchart of fig. 7 as the flowchart of fig. 8. In fig. 8, when no in step S44, control unit 72 proceeds to step S48. In this modification, the fourth detection section 68 may be omitted from the plurality of detection sections 46.
In the embodiments including the second embodiment, the third embodiment, the modification of the second embodiment, or the modification of the third embodiment, when all of the plurality of detection units 46 are in a state in which they cannot be used for controlling the module 38, the control unit 72 may stop controlling the module 38, or may control to stop the module 38. When all of the plurality of detection portions 46 are in a state of being unavailable for control of the module 38 and the module 38 includes the motor 40, the control portion 72 may stop the motor 40. The state in which the first detection portion 48 cannot be used for control of the component 38 corresponds to a case other than the first state. The state in which the second detection portion 50 cannot be used for the control of the component 38 corresponds to a case other than the second state. The state in which the third detection portion 66 cannot be used for control of the component 38 corresponds to a case other than the third state. The state in which the fourth detection portion 68 cannot be used for the control of the component 38 corresponds to a case other than the fourth state. For example, step S49 in fig. 8 is changed to step S60 in fig. 11. In fig. 11, control unit 72 proceeds to step S60 after executing the process of step S48. In step S60, the control unit 72 stops the motor 40 and ends the process. When the motor 40 is driven, the control unit 72 stops the motor 40 in step S60. When the motor 40 is stopped, the control unit 72 keeps the motor 40 stopped in step S60.
In the embodiment including the first embodiment or the first modified example, the control unit 72 may stop the control unit 38 or may control the unit 38 to stop when the output of the vehicle speed sensor 54 is not in the first state and the output of the crank rotation sensor 56 is in the second state. For example, when yes in step S15, the control portion 72 may determine whether the output of the crank rotation sensor 56 is in the second state. When the output of the crank rotation sensor 56 is in the second state, the control portion 72 may also shift to step S16, step S17, or step S18.
In the embodiment including the second embodiment, the third embodiment, the modification of the second embodiment, or the modification of the third embodiment, the controller 72 may be configured to estimate the second parameter P2 from the first parameter P1 calculated based on the first information and control the module 38 from the estimated second parameter P2 when the output of the first detector 48 is in the first state and the output of the second detector 50 is not in the second state. For example, when the first detection unit 48 is the vehicle speed sensor 54 and the second detection unit 50 is the crank rotation sensor 56, and when the output of the first detection unit 48 is in the first state and the output of the second detection unit 50 is not in the second state, the module 38 is controlled based on the rotation speed N of the crank 12 estimated from the vehicle speed V calculated from the output of the vehicle speed sensor 54. The control unit 72 estimates the rotation speed N of the crank 12 by, for example, dividing the vehicle speed V by the gear ratio R and the circumference of the rear wheel 14A.
In the embodiments including the first embodiment, the second embodiment, the third embodiment, the fourth embodiment, the fifth embodiment, the modification of the first embodiment, the modification of the second embodiment, the modification of the third embodiment, the modification of the fourth embodiment, or the modification of the fifth embodiment, the module 38 may include a module other than the motor 40. For example, the assembly 38 includes at least one of a notification 42, a transmission 44, an electric brake, an electrically adjustable seat post, an electric suspension, and a light, instead of or in addition to the motor 40.
In this modification, when the fourth embodiment, the fifth embodiment, the modification of the fourth embodiment, or the modification of the fifth embodiment is included, the predetermined state may be a state in which the frequency of the driving unit 38 is suppressed. For example, in the case where the module 38 includes the transmission 44, the predetermined state includes a state in which the frequency of changing the speed ratio R by the transmission 44 is suppressed.
In an embodiment including the second embodiment, the third embodiment, the modification of the second embodiment, or the modification of the third embodiment, at least one of the first detection unit 48 and the second detection unit 50 may be a sensor that does not detect information relating to the vehicle speed V. In this case, the module 38 can be appropriately controlled by correlating the first information detected by the first detection portion 48 and the second information detected by the second detection portion 50. For example, the first detection unit 48 includes an inclination sensor that detects a pitch angle of the body 16 of the human-powered vehicle 10, and the second detection unit 50 includes a position information detection sensor 60. The control unit 72 is configured to estimate the pitch angle of the vehicle body 16 of the human-powered vehicle 10, based on the position information received from the GPS receiving unit, using the road gradient information included in the map information stored in advance in the storage unit 74. The control unit 72 is configured to control the module 38 based on an output of at least one of the first detection unit 48 and the second detection unit 50 when the output of the first detection unit 48 is in the first state and the output of the second detection unit 50 is in the second state. The control unit 72 is configured to control the module 38 based on the output of the second detection unit 50 independently of the output of the first detection unit 48 when the output of the first detection unit 48 is not in the first state and the output of the second detection unit 50 is in the second state. The control unit 72 is configured to control the module 38 based on the output of the first detection unit 48 and independent of the output of the second detection unit 50 when the output of the first detection unit 48 is in the first state and the output of the second detection unit 50 is not in the second state.
In an embodiment including the third embodiment or the modification of the third embodiment, the control unit 72 may be configured to execute different processes when acquiring and not acquiring information on the gear stage. For example, if no in step S42 of fig. 7, the control unit 72 proceeds to step S61 of fig. 13. The control unit 72 determines whether or not information relating to the gear position is acquired in step S61. The control portion 72 proceeds to step S44 in the case where information relating to the shift speed is acquired. The control unit 72 executes the same processing as that of fig. 7 after step S44. The control portion 72 proceeds to step S62 of fig. 13 without acquiring the information relating to the shift speed. In step S62, the control unit 72 determines whether the output of the third detection unit 66 is in the third state. When the output of the third detection unit 66 is in the third state, the control unit 72 proceeds to step S63. In step S63, the control unit 72 causes the notification unit 42 to notify the predetermined first notification information, and the process proceeds to step S64. The control unit 72 controls the module 38 in step S64 based on the output of the third detection unit 66. When the output of the third detection section 66 is not in the third state in step S62, the control section 72 proceeds to step S65. The control unit 72 determines in step S65 whether or not the output state of the second detection unit 50 is the second state. When the output state of the second detection unit 50 is the second state, the control unit 72 proceeds to step S66. In step S66, the control unit 72 causes the notification unit 42 to notify predetermined third notification information, and the process proceeds to step S67. In step S67, the control unit 72 controls the module 38 based on the output of the second detection unit 50 and ends the process. When the output of the second detection section 50 is not in the second state in step S65, the control section 72 proceeds to step S68. The control unit 72 causes the notification unit 42 to notify predetermined second information in step S68, and the process proceeds to step S69. In step S69, the control unit 72 controls the module 38 based on the output of the fourth detection unit 68, and ends the process. In this modification, for example, when the detecting portion 46 that can more appropriately estimate the first parameter P1 when information relating to the shift stage can be acquired is different from the detecting portion 46 that can more appropriately estimate the first parameter P1 when information relating to the shift stage cannot be acquired, the module 38 can be controlled by preferentially using the detecting portion 46 that can more appropriately estimate the first parameter P1 in each of the cases where information relating to the shift stage can be acquired and cannot be acquired.
The control unit 72 may be configured to control the module 38 based on the output of the first detection unit 48 when the manual driving force H input to the crank 12 is greater than the predetermined driving force HX and the output of the first detection unit 48 is in the first state, or may be configured to control the module 38 based on the output of a predetermined detection unit different from the first detection unit 48 among the plurality of detection units 46 when the manual driving force H input to the crank 12 is greater than the predetermined driving force HX and the output of the first detection unit 48 is not in the first state. For example, the process of step S71 of fig. 14 is added to the process of fig. 5. In the flowchart of fig. 14, if power is supplied to the control section 72, the control section 72 starts the process and proceeds to step S71. If the flowchart of fig. 14 is finished, the control unit 72 repeats the processing from step S71 after a predetermined period before stopping the supply of electric power. In step S71, the control unit 72 determines whether or not the human power driving force H input to the crank 12 is equal to or greater than a predetermined driving force HX. When the manual driving force H input to the crank 12 is equal to or greater than the predetermined driving force HX, the control unit 72 proceeds to step S32. The processing is ended when the human driving force H input to the crank 12 is not equal to or greater than the predetermined driving force HX.
In an embodiment including the fourth embodiment or the modification of the fourth embodiment, the control unit 72 may be configured to control the module 38 based on at least one of the third information and the fourth information when the output of the first detection unit 48 is in the first state and the output of the second detection unit 50 is in the second state. For example, the control unit 72 executes the processing of the flowchart of fig. 15 instead of the processing of the flowchart of fig. 8. In the flowchart of fig. 15, the process of step S83 is changed to the process of step S86 in the flowchart of fig. 8. When the output of the second detection section 50 is in the second state in step S82, the control section 72 proceeds to step S86. In step S86, the control unit 72 controls the module 38 based on the output of the first detection unit 48, and ends the process. In this modification, the second detection unit 50 may not be used for controlling the module 38.
In the embodiment including the fifth embodiment or the modification of the fifth embodiment, the control unit 72 may control the module 38 so that the module 38 is in the predetermined state when both the third information and the fourth information correspond to a case where the vehicle speed V of the human-powered vehicle 10 is equal to or higher than the predetermined speed VX. For example, the control unit 72 executes the processing of the flowchart of fig. 16 instead of the processing of the flowchart of fig. 9. The process of controlling the module 38 based on the output states of the plurality of detection units 46 will be described with reference to fig. 16. If power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S95 of the flowchart shown in fig. 16. If the flowchart of fig. 16 ends, control unit 72 repeats the processing from step S95 after a predetermined period before stopping the supply of electric power. In step S95, the control unit 72 determines whether or not the third information corresponds to a case where the vehicle speed V is equal to or higher than a predetermined speed VX. When the third information does not correspond to the case where the vehicle speed V is equal to or higher than the predetermined speed VX, the control unit 72 ends the process. If the third information corresponds to the vehicle speed V being equal to or higher than the predetermined speed VX, the control unit 72 proceeds to step S96. In step S96, the control unit 72 determines whether or not the fourth information corresponds to a case where the vehicle speed V is equal to or higher than a predetermined speed VX. When the fourth information does not correspond to the case where the vehicle speed V is equal to or higher than the predetermined speed VX, the control unit 72 ends the process. If the fourth information corresponds to the vehicle speed V being equal to or higher than the predetermined speed VX, the control unit 72 proceeds to step S97. In step S97, the control unit 72 causes the notification unit 42 to notify predetermined notification information, and the process proceeds to step S98. In step S98, the control unit 72 controls the module 38 so that the module 38 is in a predetermined state, and ends the process.
An embodiment including the fourth embodiment or the modification of the fourth embodiment may be combined with an embodiment including the fifth embodiment or the modification of the fifth embodiment. For example, the control unit 72 may execute the processing of the flowchart of fig. 8 or 15 and the processing of the flowchart of fig. 9 or 16 independently. For example, the control unit 72 may perform the processing of the flowcharts of fig. 9 and 16 in step S83 of the flowchart of fig. 8. For example, when the component 38 is to be controlled so that the component 38 is brought into a predetermined state in the processing of the flowchart of fig. 8 or 15, the control section 72 controls the component 38 so that the component 38 is brought into a predetermined state without depending on the processing of the flowchart of fig. 9 or 16. For example, when the component 38 is to be controlled so that the component 38 is brought into a predetermined state in the processing of the flowchart of fig. 9 or 16, the control section 72 controls the component 38 so that the component 38 is brought into a predetermined state without depending on the processing of the flowchart of fig. 8 or 15.
In embodiments including the fourth embodiment, the fifth embodiment, the modification of the first embodiment, the modification of the second embodiment, the modification of the third embodiment, the modification of the fourth embodiment, or the modification of the fifth embodiment, the notification portion 42 may be omitted. In this modification, for example, step S18 of fig. 4, step S23 of fig. 4, step S34 of fig. 5, step S45 of fig. 7, step S48 of fig. 7, step S50 of fig. 7, step S48 of fig. 8, step S93 of fig. 9, step S45 of fig. 10, step S48 of fig. 10, step S45 of fig. 11, step S48 of fig. 11, step S45 of fig. 12, step S48 of fig. 12, step S50 of fig. 12, step S63 of fig. 13, step S66 of fig. 13 and step S68 of fig. 13, step S34 of fig. 14, step S84 of fig. 15, and step S97 of fig. 16 can be omitted.
The expression "at least one" used in the present specification means "one or more" of desired options. As an example, the expression "at least one" used in the present specification means "only one option" or "both of two options" when the number of options is two. As another example, the expression "at least one" used in the present specification means "only one option" or "a combination of two or more arbitrary options" when the number of options is three or more.

Claims (15)

1. A control device for a human-powered vehicle, characterized in that,
the manpower-driven vehicle is provided with: components for a human powered vehicle; and a plurality of detection units configured to detect information relating to a vehicle speed of the human-powered vehicle, the information relating to the vehicle speed being different from each other,
the plurality of detection portions includes at least a first detection portion,
the control device comprises a control part and a control part,
the control section is configured to control the component in accordance with an output of the first detection section when the output of the first detection section is in a first state,
and configured to control the component in accordance with an output of a predetermined detection section different from the first detection section among the plurality of detection sections when the output of the first detection section is not in the first state,
the human-powered vehicle includes a crank to which a human-powered driving force is input,
the control unit is configured to control the unit based on an output of the first detection unit when the manual driving force input to the crank is larger than a predetermined driving force and the output of the first detection unit is in a first state,
and is configured to control the unit based on an output of a predetermined detection unit different from the first detection unit among the plurality of detection units, when the manual driving force input to the crank is larger than the predetermined driving force and the output of the first detection unit is not in the first state.
2. The control device for a human-powered vehicle according to claim 1,
the plurality of detection sections further includes a second detection section,
the predetermined detection section includes the second detection section,
the control unit is configured to control the unit based on an output of the second detection unit when the output of the first detection unit is not in the first state and the output of the second detection unit is in the second state.
3. The control device for a human-powered vehicle according to claim 2,
the plurality of detection sections further includes a third detection section,
the predetermined detection section includes the third detection section,
the control unit is configured to control the module based on an output of the third detection unit when the output of the first detection unit is not in the first state and the output of the second detection unit is not in the second state.
4. The control device for a human-powered vehicle according to claim 2,
the plurality of detection parts further includes a third detection part and a fourth detection part,
the predetermined detection section includes the third detection section and the fourth detection section,
the control unit is configured to control the module based on an output of the third detection unit when the output of the first detection unit is not in the first state, the output of the second detection unit is not in the second state, and the output of the third detection unit is in a third state,
and is configured to control the module based on an output of the fourth detection unit when the output of the first detection unit is not in the first state, the output of the second detection unit is not in the second state, and the output of the third detection unit is not in the third state.
5. The control device for a human-powered vehicle according to any one of claims 2 to 4,
the control unit is configured to control the module based on an output of at least one of the first detection unit and the second detection unit when the output of the first detection unit is in the first state and the output of the second detection unit is in the second state,
and is configured to control the component in accordance with the output of the second detection portion and independently of the output of the first detection portion when the output of the first detection portion is not in the first state and the output of the second detection portion is in the second state,
and is configured to control the module in accordance with the output of the first detection unit and independently of the output of the second detection unit when the output of the first detection unit is in the first state and the output of the second detection unit is not in the second state.
6. The control device for a human-powered vehicle according to any one of claims 2 to 4,
when the output of the second detection unit is not in the second state, the signal output from the second detection unit includes a predetermined second signal.
7. The control device for a human-powered vehicle according to any one of claims 1 to 4,
the plurality of detection units include at least one of a vehicle speed sensor configured to detect information corresponding to a rotational speed of a wheel of the human-powered vehicle, a crank rotation sensor configured to detect information corresponding to a rotational speed of a crank of the human-powered vehicle, an acceleration sensor configured to detect information corresponding to an acceleration of the human-powered vehicle, a position information detection sensor configured to detect information corresponding to a position of the human-powered vehicle, and a motor rotation sensor configured to detect information corresponding to a rotational speed of a motor that imparts propulsive force to the human-powered vehicle.
8. The control device for a human-powered vehicle according to claim 3,
the plurality of detection units include at least one of a vehicle speed sensor configured to detect information corresponding to a rotational speed of a wheel of the human-powered vehicle, a crank rotation sensor configured to detect information corresponding to a rotational speed of a crank of the human-powered vehicle, an acceleration sensor configured to detect information corresponding to an acceleration of the human-powered vehicle, a position information detection sensor configured to detect information corresponding to a position of the human-powered vehicle, and a motor rotation sensor configured to detect information corresponding to a rotational speed of a motor that imparts propulsive force to the human-powered vehicle,
the first detection portion includes the vehicle speed sensor.
9. The control device for a human-powered vehicle according to claim 8,
the second detection portion includes one of the crank rotation sensor and the acceleration sensor.
10. The control device for a human-powered vehicle according to claim 9,
the third detection portion includes the other of the crank rotation sensor and the acceleration sensor.
11. The control device for a human-powered vehicle according to any one of claims 1 to 4,
when the output of the first detection unit is not in the first state, the signal output from the first detection unit includes a predetermined first signal.
12. The control device for a human-powered vehicle according to claim 11,
the first signal includes a signal generated when the first detection unit is failed, when there is an abnormality in connection between the first detection unit and the control unit, when the first detection unit is not of a predetermined configuration, or when the connection between the first detection unit and the control unit is not of a predetermined configuration.
13. The control device for a human-powered vehicle according to any one of claims 1 to 4,
when the output of the first detection section is not in the first state, no signal is output from the first detection section.
14. The control device for a human-powered vehicle according to any one of claims 1 to 4,
the control unit causes the notification unit to notify predetermined notification information when the output of the first detection unit is not in the first state.
15. The control device for a human-powered vehicle according to any one of claims 1 to 4,
the assembly includes an electric motor that imparts propulsion to the human powered vehicle.
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US7015598B2 (en) * 2002-04-23 2006-03-21 Shimano, Inc. Power control apparatus for a bicycle
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JP6416699B2 (en) * 2014-10-08 2018-10-31 株式会社シマノ Control device for bicycle transmission
US10017225B2 (en) * 2014-10-08 2018-07-10 Shimano Inc. Bicycle transmission control device
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