JP2016107966A - Control device for bicycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a bicycle capable of controlling an assist motor according to a travel state of the bicycle.SOLUTION: A control device for a bicycle includes a control section for controlling an output of an assist motor according to human power driving force. The control section is capable of selectively setting a first control state and a second control state which have mutually different output states of the assist motor with respect to the human power driving force. The control section controls the output of the assist motor so that a response speed of the assist motor to a change in the human power driving force in the first control state becomes faster than that of the assist motor to a change in the human power driving force in the second control state at least either when a crank of the bicycle is rotated from a stopped state or when rotary speed of the crank is a prescribed first speed or below.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a bicycle control device.

  2. Description of the Related Art A bicycle control device is known that includes a control unit that controls the output of an assist motor according to human power driving force (for example, Patent Document 1). This bicycle control apparatus determines a driving assistance force for driving assistance according to a human power driving force.

JP 2001-10581 A

  The requirements for the assist motor differ depending on the traveling state of the bicycle, for example, when the bicycle travels on road and when traveling on the road. For this reason, control of the assist motor according to the traveling state of the bicycle is required.

  An object of the present invention is to provide a bicycle control device capable of controlling an assist motor in accordance with a traveling state of a bicycle.

  [1] A bicycle control device according to an aspect of the present invention is a bicycle control device including a control unit that controls an output of an assist motor in accordance with a human power driving force, and the control unit is configured to control the human power driving force. A first control state and a second control state, in which the output states of the assist motors are different from each other, can be selectively set, and when the crank of the bicycle rotates from a stopped state, the rotation speed of the crank is a predetermined value. At least one of when the speed is equal to or lower than the first speed, the response speed of the assist motor to the change in the human power driving force in the second control state is a response speed of the assist motor to the change in the human power driving power in the first control state The output of the assist motor is controlled so as to be faster than the speed.

  [2] According to one aspect of the bicycle control device, the control unit may be configured such that when the crank of the bicycle rotates from a stopped state, the assist motor when the manual driving force increases in the first control state. The output of the assist motor is controlled so that the response speed is faster than the response speed of the assist motor when the human driving force increases in the second control state.

  [3] According to one aspect of the bicycle control device, the controller is configured to reduce the manual driving force in the first control state when the crank rotational speed is equal to or lower than a predetermined first speed. The output of the assist motor is controlled so that the response speed of the assist motor becomes faster than the response speed of the assist motor when the human driving force decreases in the second control state.

  [4] According to one aspect of the bicycle control device, the control unit is configured such that when the rotational speed of the crank exceeds a predetermined second speed that is equal to or higher than a predetermined first speed, The assist motor is configured such that a response speed of the assist motor when the human driving force decreases in the control state is slower than a response speed of the assist motor when the human driving force decreases in the second control state. Control the output of.

  [5] According to an aspect of the bicycle control device, the bicycle control device further includes an operation unit that can be attached to a bicycle, and the control unit selectively selects the first control state and the second control state by the operation unit. Set.

  [6] According to one aspect of the bicycle control device, the bicycle control device further includes a communication unit capable of communicating with an external device, wherein the control unit selectively selects the first control state and the second control state by the external device. Set to.

[7] According to one aspect of the bicycle control device, the control unit can adjust the response speed by the operation unit.
[8] According to one embodiment of the bicycle control device, the control unit can adjust the response speed by the external device.

  [9] According to one aspect of the bicycle control device, the bicycle control device includes a control unit that controls the output of the assist motor in accordance with the human power driving force, and the control unit is configured to control the human power driving force. A first control state and a second control state in which the maximum value of the output of the assist motor is equal and the output states of the assist motor with respect to the human driving force are different from each other can be selectively set. Output from the assist motor with respect to the manpower driving force in the first control state, and at least one of when the crank rotates from a stopped state and when the rotational speed of the crank is equal to or lower than a predetermined first speed, and the second control The output of the assist motor is controlled so that the output of the assist motor is different from the human driving force in the state.

  [10] According to one aspect of the bicycle control device, the control unit has a crank rotation angle that reaches a first predetermined value when the crank rotates from a stopped state in the first control state. Until the crank rotation angle reaches a second predetermined value larger than the first predetermined value when the crank rotates from the stopped state in the second control state. The output of the assist motor is reduced.

  [11] According to one aspect of the bicycle control device, the bicycle control device controls a bicycle having an assist motor, wherein the position of the crank of the bicycle at the time when driving assistance is started by the assist motor is determined. The assist motor is caused to output in accordance with at least one of a reference rotation angle of the crank, a travel distance from the start of the travel assist, and a travel time from the start of the travel assist. A control unit for controlling a driving assist force, wherein the control unit is capable of selectively setting a first control state and a second control state in which outputs of the assist motor with respect to human driving force are different from each other; When the crank rotates from the stop state, the driving assist force output to the assist motor in the first control state and the second control state Wherein varying the drive-assisting force to be output to the assist motor in the.

  [12] According to one aspect of the bicycle control device, the bicycle control device controls a bicycle having an assist motor, and controls a driving assist force output to the assist motor according to a human driving force. A control unit, and when the manpower driving force decreases, the control unit controls the travel assisting force so that the decrease in the travel assisting force is delayed with respect to the decrease in the manpower driving force, and the rotation state of the crank The driving assist force is controlled according to the delay of the driving force, the output of the assist motor with respect to the manpower driving force is different from each other, the first control state and the second control state can be selectively set, A delay in the decrease in the travel assist force in the first control state is different from a delay in the decrease in the travel assist force in the second control state.

  The bicycle control device of the present invention can control the assist motor in accordance with the traveling state of the bicycle.

The side view of the bicycle carrying the bicycle control device of an embodiment. The block diagram which shows the structure of the control apparatus for bicycles. The correction coefficient map which shows matching with a correction coefficient and a rotation angle. The graph which shows the time change of basic driving assistance power. The graph which shows the time change of driving assistance power. The graph which shows the relationship between the time constant and cadence in a 1st control state. The graph which shows the relationship between the time constant and cadence in a 2nd control state. The correction coefficient map which shows matching with the correction coefficient and rotation angle in a 1st control state and a 2nd control state. The graph which shows the relationship between the time constant and cadence in a 1st control state and a 2nd control state. The flowchart for demonstrating operation | movement of the bicycle control apparatus which concerns on embodiment.

  FIG. 1 is a side view of a bicycle 201 to which the bicycle control device 1 according to the embodiment is applied. As shown in FIG. 1, a bicycle 201 to which the bicycle control device 1 according to the embodiment is applied includes a frame 202, a handle bar 204, a drive unit 205, a front wheel 206, and a rear wheel 207. In this embodiment, the bicycle 201 is a mountain bike having the front suspension 220 and the rear suspension 222 on the frame 202, but may be a bicycle without a suspension.

  The drive unit 205 includes a chain 210, a crank 212 on which a pedal 211 is mounted, an assist mechanism 215, and a detachable rechargeable battery B as a power source for the assist mechanism 215, which are supported by the frame 202. Has been. The crank 212 includes a crankshaft 212A and a pair of crank arms 212B. Each crank arm 212B is provided at both ends of the crankshaft 212A. The drive unit 205 further includes a front sprocket 234. The front sprocket 234 is connected directly or indirectly to the crank 212. The chain 210 is wound between the front sprocket 234 and the rear sprocket 236 attached to the rear wheel 207 to transmit the driving force. The rechargeable battery B is a storage battery using, for example, a nickel metal hydride battery and a lithium ion battery, and is detachably mounted on the frame 202.

  Each of the front sprocket 234 and the rear sprocket 236 has a plurality of sprockets. Drive unit 205 includes a front transmission mechanism 240 and a rear transmission mechanism 238. The front transmission mechanism 240 switches the chain 210 between the plurality of front sprockets 234. The rear transmission mechanism 238 switches the chain 210 between the plurality of rear sprockets 236. The front transmission mechanism 240 and the rear transmission mechanism 238 are controlled by transmission operation devices (not shown) provided on the handlebar 204, respectively. Note that the front sprocket 234 may be composed of a single piece, and in this case, the front transmission mechanism 240 is omitted.

  FIG. 2 is a block diagram for explaining the bicycle control device 1. As shown in FIG. 2, the bicycle control device 1 includes a first detection unit 2, a second detection unit 3, a control unit 4, a communication unit 5, and a third detection unit 6. An operation unit 218 and an assist mechanism 215 are connected to the bicycle control device 1. The first detection unit 2, the second detection unit 3, the communication unit 5, and the third detection unit 6 are electrically connected to the control unit 4.

  The operation unit 218 can be attached to the handle bar 204 (see FIG. 1). The operation unit 218 is provided on the bicycle 201 shown in FIG. 1 and is attached to the handle bar 204. 2 is electrically connected to the control unit 4 of the bicycle control device 1 by wire or connected wirelessly. When the operation unit 218 is operated, an assist condition by the assist mechanism 215 is selected. The operation unit 218 includes an operation switch, for example. For example, by operating the operation unit 218, any one of the first assist condition, the second assist condition, and the third assist condition can be selected. By changing the plurality of assist conditions, the magnitude of the travel assisting force PX relative to the human driving force can be changed. Details of each assist condition will be described later.

  The assist mechanism 215 includes an assist motor 216 and a drive circuit 217. The assist motor 216 is controlled by the drive circuit 217. Further, the drive circuit 217 controls the assist motor 216 based on a command from the control unit 4. The assist motor 216 is connected to a power transmission path including a crankshaft 212A provided between the crank arm 212B and the front sprocket 234 shown in FIG. The assist mechanism 215 may include a speed reducer (not shown) and transmit the output of the assist motor 216 to the power transmission path via the speed reducer. As shown in FIG. 2, the drive unit 219 includes the control unit 4 and the assist mechanism 215 of the bicycle control device 1. The drive unit 219 is detachably provided on the frame 202 (see FIG. 1).

  The first detection unit 2 shown in FIG. 2 detects human power driving force. In detail, the 1st detection part 2 outputs the signal according to human power driving force. For example, the first detection unit 2 is a torque sensor and acts on a power transmission path including the crankshaft 212A of the crank 212 shown in FIG. 1 or the crankshaft 212A provided between the crank arm 212B and the front sprocket 234. A signal (for example, voltage) corresponding to the torque is output. The torque sensor may be, for example, a magnetostrictive sensor or a strain gauge. The first detection unit 2 shown in FIG. 2 sends information related to the detected human power driving force to the control unit 4.

  The second detector 3 detects the rotation state of the crank 212. The rotation state of the crank 212 includes the rotation angle TA of the crank 212. Here, the rotation angle TA of the crank 212 means a rotation angle TA based on the position of the crank 212 at the time when the driving assistance is started by the assist motor 216 (see FIG. 2). The rotation angle TA can be rephrased as the total rotation amount of the crank 212 from the time when the travel assistance is started. The second detection unit 3 may detect the rotation angle of the crankshaft 212A or the rotation angle of the crank arm 212B as the rotation angle TA of the crank 212. The second detection unit 3 illustrated in FIG. 2 sends information regarding the detected rotation angle TA to the control unit 4.

  Further, the rotation state of the crank 212 includes the rotation speed KA of the crank 212. The 2nd detection part 3 shown in FIG. 2 functions as a cadence sensor, and detects the cadence of the crank 212 (refer FIG. 1) as the rotational speed KA. The 2nd detection part 3 may detect the rotation period of the crank 212 (refer FIG. 1) as a rotation state. The second detection unit 3 sends information related to the detected cadence to the control unit 4.

  For example, the second detection unit 3 includes a rotary encoder, and detects a change in magnetic flux density of a multipolar magnet attached to the crankshaft 212A (see FIG. 1) by a Hall element, thereby detecting the crankshaft 212A (see FIG. 1). The rotation angle TA is detected. The second detector 3 may detect the rotational speed KA of the crankshaft 212A (see FIG. 2) from the rotation angle TA of the crankshaft 212A (see FIG. 1) and time. The second detector 3 includes a magnet provided on the crankshaft 212A (see FIG. 1) or the crank arm 212B (see FIG. 1) and a reed switch that detects the magnet, and the crankshaft 212A (see FIG. 1). ) May be detected. The second detection unit 3 may be an optical encoder instead of a magnetic encoder, or a rotation angle sensor other than the rotary encoder.

  The third detection unit 6 detects the traveling speed of the bicycle 201. The third detector 6 includes a reed switch that detects a magnet provided on the rear wheel 207 (see FIG. 1), for example. The control unit 4 calculates the traveling speed ZA of the bicycle 201 based on the detection value of the third detection unit 6 and the tire diameter.

  The control unit 4 causes the assist motor 216 to perform travel assistance when a predetermined condition is satisfied. For example, when the control unit 4 determines that the human power driving force (torque) detected by the first detection unit 2 is greater than or equal to a preset human power driving force reference value, the control unit 4 provides driving assistance to the assist motor 216. Let it run. The control unit 4 reduces or stops the output of the assist motor 216 when the traveling speed ZA detected by the third detection unit 6 becomes equal to or higher than a predetermined speed. The predetermined speed corresponds to, for example, 25 km / h.

  The control unit 4 includes the human driving force detected by the first detection unit 2, the rotation angle TA that is the detection result detected by the second detection unit 3, and the travel that is the detection result detected by the third detection unit 6. In accordance with the speed ZA, the driving assist force PX to be output to the assist motor 216 is controlled. Specifically, the control unit 4 causes the assist motor 216 to output a travel assist force PX that is equal to or less than the basic travel assist force set according to the human power driving force. The control unit 4 is constituted by, for example, a microcomputer, and includes a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), an I / O interface, and the like.

The basic travel assist force PA set according to the human driving force will be described.
For example, when the first assist condition is selected by the operation unit 218, the control unit 4 sets the travel assist force PX that is X times the human power driving force as the basic travel assist force PA. Under the first assist condition, the control unit 4 controls the assist mechanism 215 such that a torque X times the torque acting on the power transmission path by human power driving force is applied from the assist mechanism 215 to the power transmission path.

  Further, for example, when the second assist condition is selected by the operation unit 218, the control unit 4 sets the travel assist force PX Y times the human power driving force as the basic travel assist force PA. Under the second assist condition, the control unit 4 controls the assist mechanism 215 so that torque Y times the torque acting on the power transmission path by the human driving force is applied from the assist mechanism 215 to the power transmission path.

  For example, when the third assist condition is selected by the operation unit 218, the control unit 4 sets the travel assist force PX that is Z times the human power driving force as the basic travel assist force PA. Under the third assist condition, the control unit 4 controls the assist mechanism 215 such that a torque Z times the torque acting on the power transmission path by human power driving force is applied from the assist mechanism 215 to the power transmission path. X, Y, and Z are selected as numbers that satisfy X> Y> Z. For example, X = 2, Y = 1.5, and Z = 1 are selected. Note that the operation unit 218 can also select an off mode in which the assist mechanism 215 does not assist.

  Next, a method in which the control unit 4 sets the travel assist force PX equal to or less than the basic travel assist force PA described above will be described. When the crank 212 of the bicycle rotates from the stopped state, the control unit 4 corrects the basic travel assist force PA described above according to the rotation angle TA detected by the second detection unit 3. A travel assist force PX that is output to the assist motor 216 is obtained by correcting the basic travel assist force PA. The control unit 4 controls the drive circuit 217 to output the travel assist force PX to the assist motor 216.

  When the crank 212 rotates from the stopped state, the control unit 4 corrects the basic travel assist force PA so that the travel assist force PX approaches the basic travel assist force PA as the rotation angle TA increases. More specifically, when the crank 212 rotates from the stopped state, the control unit 4 corrects the basic travel assist force PA based on correction information corresponding to the rotation angle TA. This correction information is represented by a correction coefficient that increases as the rotation angle TA increases. The control unit 4 calculates the travel assist force PX by multiplying the basic travel assist force PA by this correction coefficient.

  For example, the control unit 4 stores a correction information map as shown in FIG. 3, and sets a correction coefficient based on the correction information map. The correction information map includes information in which the rotation angle TA is associated with the correction coefficient, and the correction coefficient increases as the rotation angle TA increases. Although not particularly limited, the correction coefficient is 0 or more and 1 or less.

  The control unit 4 sets the correction coefficient to 1 when the rotation angle TA detected by the second detection unit 3 is equal to or greater than a predetermined threshold TAX. The control unit 4 corrects the travel assist force PX when the human driving force described later decreases after performing the travel assist force PX correction process (hereinafter referred to as the first correction process) based on the rotation angle TA of the crank 212. Processing (hereinafter referred to as second correction processing) is performed. The threshold TAX is preferably set to, for example, 0 ° to 1000 °, more preferably 20 ° to 800 °. The control unit 4 may calculate a correction coefficient corresponding to the rotation angle TA by using a preset calculation formula instead of using such a correction information map. The smaller the threshold value TAX, the faster the response speed of the assist motor 216 when the bicycle 201 is started from a state where the crank 212 is stopped. That is, the time until the output of the assist motor 216 reaches the basic travel assist force PA is shortened. If the threshold TAX value is decreased, the output of the assist motor 216 with respect to the human power driving force is increased at an early stage, so that traction controllability can be improved. Since the time until the output increases is prolonged, a sudden start at the start of pedaling can be suppressed.

  In the correction information map, the rotation angle TA and the correction coefficient may have a linear function as indicated by a line L1 in FIG. 3, or an n-order function as indicated by lines L2 and L3 in FIG. It may be a curve like this. In the correction information map, as indicated by a line L4 in FIG. 3, when the rotation angle TA is 0 degree, the correction coefficient is not 0 but may be a predetermined numerical value. The correction information map may be such that the correction coefficient changes continuously according to the rotation angle TA as indicated by lines L1 to L4 in FIG. 3, or according to the rotation angle TA as indicated by line L5 in FIG. The correction coefficient may change stepwise in a discontinuous manner. Such a correction map is determined by experiment. The control unit 4 includes a plurality of correction information maps, and is configured so that a plurality of correction information maps can be set by the operation unit 218. The control unit 4 may calculate the travel assisting force PX not by the correction control map but by a preset calculation formula.

  As the second correction process, the control unit 4 controls the travel assisting force PX so that when the human driving force decreases, the decrease in the traveling assisting force PX is delayed with respect to the decrease in the human driving force. Specifically, while the first correction process and the second correction process are not performed, the control unit 4 basically uses the basic travel assist force PA set according to the human power driving force as the travel assist force PX. The assist motor 216 outputs the signal. Then, the control unit 4 corrects the basic travel assist force PA when the human driving force decreases, and causes the assist motor 216 to output the corrected basic travel assist force PA as the travel assist force PX. The corrected basic travel assist force PA is greater than or equal to the basic travel assist force PA before correction. With this correction process, the control unit 4 delays the decrease in the travel assist force PX with respect to the decrease in the manpower driving force. Here, the basic travel assist force PA set according to the human power driving force and the time change of the basic travel assist force PA will be described.

  FIG. 4 is a graph showing changes over time in the basic travel assist force PA. The manual driving force is minimum when the pedal 211 is located at the top dead center or the bottom dead center, and is maximized when the pedal 211 is located at a position rotated 90 degrees from the top dead center or the bottom dead center. Since the basic travel assist force PA is set to a predetermined multiple of the human driving force, the time variation of the basic travel assist force PA has a waveform as shown in FIG. When the control unit 4 does not perform the first correction process and the second correction process, the assist motor 216 outputs the basic travel assist force PA.

  The control unit 4 outputs the basic travel assist force PA described above to the assist motor 216 as the travel assist force PX. On the other hand, when the human driving force decreases, the control unit 4 corrects the basic travel assist force PA. The travel assist force PA is output to the assist motor 216 as the travel assist force PX.

  Specifically, the control unit 4 converts the signal output from the first detection unit 2 into a discrete signal. That is, the control unit 4 acquires information on the human power driving force detected by the first detection unit 2 at predetermined time intervals. When the control unit 4 determines that the human driving force detected by the first detection unit 2 is smaller than the human action force detected at the previous time based on the discrete signal, the human driving force decreases. Judge that

  FIG. 5 is a graph showing the time change of the travel assist force PX. In FIG. 5, the waveform indicated by the solid line indicates the time change of the travel assist force PX, and the waveform indicated by the broken line indicates the time change of the basic travel assist force PA. As shown in FIG. 5, the control unit 4 determines that the human driving force has decreased at time t <b> 2 subsequent to time t <b> 1. The time t1 is a time at which the basic travel assist force PA has a maximum value.

  When the control unit 4 determines that the human driving force has decreased, the control unit 4 delays the decrease in the travel assisting force relative to the decrease in the human driving force. Specifically, the control unit 4 corrects the basic travel assist force PA using a primary low-pass filter to obtain the travel assist force PX. As described above, when the control unit 4 corrects the basic travel assist force PA using the primary low-pass filter, the decrease in the travel assist force PX is delayed with respect to the decrease in the human driving force.

  In addition, the control unit 4 starts the correction process for the basic travel assist force PA, and then corrects the basic travel assist force PA while the corrected travel assist force PX is larger than the uncorrected basic travel assist force PA. Continue. That is, during the period from time t2 to time t3 in FIG. 5, the control unit 4 continues the process of correcting the basic travel assist force PA. And the control part 4 will stop a 2nd correction | amendment process, if the basic travel assistance power PA before correction | amendment becomes more than the travel assistance power PX after correction | amendment in the time t3.

  Further, the control unit 4 controls the delay in the decrease in the travel assist force PX described above according to the rotation state of the crank 212. Specifically, with respect to the time constant of the first-order low-pass filter used for the correction process, the control unit 4 sets a time constant corresponding to the rotation state of the crank 212. The smaller the time constant, the faster the response speed of the assist motor 216 when the human driving force decreases. The larger the time constant, the slower the response speed of the assist motor 216 when the human driving force decreases.

  Specifically, the control unit 4 sets a larger time constant as the rotational speed KA of the crank 212 is higher or as the rotational period of the crank 212 is shorter in a first control state described later. As a result, the smaller the rotation speed KA or the longer the rotation cycle, the smaller the delay in the decrease in the travel assist force PX. The greater the rotation speed KA or the shorter the rotation cycle, the greater the travel assist force PX described above. Decrease in delay increases. In the first control state, the duration of the assist force is shortened as the rotational speed KA is reduced, and the assist force can be generated in synchronization with the human driving force. As a result, the traction controllability during traveling at the low rotational speed KA is improved.

  Further, the control unit 4 sets a smaller time constant as the rotational speed KA of the crank 212 is higher or as the rotational period of the crank 212 is shorter in a second control state described later. As a result, the higher the rotation speed KA or the shorter the rotation cycle, the smaller the delay in the decrease in the travel assist force PX. In the second control state, the rotational speed KA increases, that is, the time constant decreases as the vehicle travels at a higher speed. Therefore, the duration of the assist force, that is, the time for driving the assist motor 216 is shortened, making it difficult to consume power. Become. For this reason, the cruising distance in a high speed region can be increased. In the second control state, the rotation speed KA decreases, that is, the time constant increases as the vehicle runs at a low speed. Therefore, the duration of the assist force is increased, and the decrease in the vehicle speed can be suppressed.

  For example, the control unit 4 stores a time constant map as shown in FIGS. 6 and 7, and sets the time constant based on this time constant map. The time constant map shown in FIG. 6 is used in the first control state. The time constant map shown in FIG. 6 includes information in which the time constant is associated with the rotational speed KA, and the time constant increases as the rotational speed KA increases. Further, when the rotational speed KA is equal to or higher than the predetermined value KAX, the time constant is associated with the maximum. That is, when the rotational speed KA is equal to or higher than the predetermined value KAX, the control unit 4 does not correct the travel assist force PX by the second correction process. Note that the value of one control cycle of the control unit 4 can be adopted as the minimum time constant.

  The time constant map shown in FIG. 7 is used in the second control state. The time constant map shown in FIG. 7 includes information in which the time constant is associated with the rotation speed KA, and the time constant decreases as the rotation speed KA increases. Further, when the rotational speed KA is equal to or higher than the predetermined value KAY, the time constant is associated with a minimum constant value. Instead of using such a time constant map, the control unit 4 may calculate a time constant according to the rotational speed KA using a preset calculation formula. The predetermined value KAY can be made to coincide with the predetermined value KAX. Also, the predetermined value KAY and the predetermined value KAX can be made different.

  In the time constant map, the relationship between the time constant and the rotational speed KA may be a linear function as shown by the line L11 in FIG. 6 and the line L21 in FIG. 7, or the line in FIG. As indicated by L12 and L13 and lines L22 and L23 in FIG. Further, as indicated by a line L14 in FIG. 6, when the rotational speed KA is 0, the time constant may be a numerical value larger than the minimum. As indicated by a line L24 in FIG. 7, when the rotational speed KA is a predetermined value KAY, the time constant may be a numerical value larger than the minimum. The time constant map may be configured such that the time constant changes continuously according to the change in the rotational speed KA as indicated by lines L11 to L14 in FIG. 6 and lines L21 to L24 in FIG. 6, the time constant may be discontinuously changed stepwise in accordance with the change in the rotational speed KA as indicated by L15 in FIG. 6 and L25 in FIG. Such a time constant map is determined by experiment. The control unit 4 may include a plurality of time constant maps, and the operation unit 218 or the external device 7 may select and set the plurality of time constant maps.

  The control unit 4 shown in FIG. 2 can selectively set a first control state and a second control state in which output characteristics of the assist motor 216 with respect to the human driving force are different from each other in addition to the assist conditions. The first control state is, for example, an offload mode. The second control state is, for example, an on-road mode. The off-road mode is a mode suitable for traveling on a road surface with a large time change of traveling load such as a rocky place and a dirt. The on-road mode is a mode suitable for traveling on a road surface with a small temporal change in traveling load such as a paved road. The time change of the traveling load is the time change of the tangential force between the wheel and the road surface. In the first control state and the second control state, the maximum value of the output of the assist motor 216 with respect to the human driving force is equal.

  The first control state and the second control state can be selectively set by the operation unit 218. The operation unit 218 includes a first operation switch corresponding to the first control state and a second operation switch corresponding to the second control state. By operating the first operation switch, the control unit 4 enters the first control state, and by operating the second operation switch, the control unit 4 enters the second control state. The operation unit 218 may be configured to include one operation switch that alternately switches between the first control state and the second control state by operation.

  The bicycle control device 1 can also include a communication unit 5. In this case, the first control state and the second control state may be set via the communication unit 5. The communication unit 5 is configured to be able to communicate with the external device 7. The external device 7 is, for example, a personal computer or a smartphone. The communication unit 5 has a wired or wireless interface, and communicates with the external device 7 by wired or wireless. When the communication unit 5 is connected to the external device 7 by wire, the connection port may be provided in the housing of the drive unit 219 or the operation unit 218.

  The control unit 4 changes the manpower driving force in the first control state at least one of when the bicycle crank 212 rotates from the stopped state and when the rotational speed KA of the crank 212 is equal to or lower than a predetermined first speed. The output of the assist motor 216 (running assisting force PX) is controlled so that the response speed of the assist motor 216 with respect to the motor becomes faster than the response speed of the assist motor 216 with respect to the change in human power driving force in the second control state. The control unit 4 causes the assist motor 216 to output in the first control state at least one of when the bicycle crank 212 rotates from the stopped state and when the rotation speed KA of the crank 212 is equal to or lower than the predetermined first speed. The assisting force PX is different from the traveling assisting force PX that is output to the assist motor 216 in the second control state. In other words, the control unit 4 determines that the assist motor 216 in the first control state is at least one of when the crank 212 of the bicycle rotates from the stopped state and when the rotational speed KA of the crank 212 is equal to or lower than the predetermined first speed. And the output state of the assist motor 216 in the first control state in the second control state are different. The output state is different when the driving assist force PX output when the same human power driving force is detected is different between the first control state and the second control state. It may be included, and the case where the same traveling assist force PX is output for a part of the human power driving force may be included.

More specifically, the control unit 4 controls the output of the assist motor 216 according to the first control state and the second control state as in the following (a) to (c).
(A) When the bicycle crank 212 rotates from the stop state, the control unit 4 determines that the response speed of the assist motor 216 when the human driving force in the first control state increases is the human driving force in the second control state. The output of the assist motor 216 is controlled so as to be faster than the response speed of the assist motor 216 when increasing.

  (B) When the rotational speed KA of the crank 212 is equal to or lower than the predetermined first speed, the control unit 4 determines that the response speed of the assist motor 216 when the human driving force decreases in the first control state is the second control state. The output of the assist motor 216 is controlled so as to be lower than the response speed of the assist motor 216 when the manpower driving force at the time decreases.

  (C) The control unit 4 assists when the manpower driving force in the first control state decreases when the rotational speed KA of the crank 212 exceeds a predetermined second speed that is equal to or higher than the predetermined first speed. The output of the assist motor 216 is controlled so that the response speed of the motor 216 is slower than the response speed of the assist motor 216 in which the human driving force decreases in the second control state.

  In order to control the output of the assist motor 216 as in (a) above, the control unit 4 switches the correction information map or calculation formula used for the first correction process between the first control state and the second control state. . The control unit 4 uses, for example, a correction information map as shown in FIG. 8 in the first correction process. In FIG. 8, a dotted line L311 indicates a correction information map used in the first correction process in the first control state. In FIG. 8, a solid line L321 indicates a correction information map used in the first correction process in the second control state. In the first control state, the correction coefficient is set to 1 when the rotation angle TA reaches the first rotation angle TAX1 that is the threshold value TAX. The first rotation angle TAX1 is, for example, 30 degrees. In the second control state, the correction coefficient is set to 1 when the rotation angle TA reaches the second rotation angle TAX2 that is the threshold value TAX. The second rotation angle TAX2 is, for example, 60 degrees or 720 degrees. The first rotation angle TAX1 is smaller than the second rotation angle TAX2.

  The control unit 4 may switch the correction information map or the calculation formula used in the first correction process according to the traveling speed ZA of the bicycle 201. In this case, when the traveling speed ZA is equal to or higher than the predetermined speed, the control unit 4 makes the response speed of the assist motor 216 higher when the human driving force is increased than when the traveling speed ZA is equal to or lower than the predetermined speed. In addition, the output of the assist motor 216 is controlled.

  For example, in the first correction process in the first control state, if the traveling speed ZA is equal to or lower than the predetermined speed ZX, the control unit 4 uses the correction information map as indicated by the dotted line L311 in FIG. If ZA is equal to or lower than the predetermined speed ZX, the control unit 4 uses a correction information map as indicated by a dotted line L312 in FIG. In the correction information map of FIG. 8, when the traveling speed ZA is equal to or lower than the predetermined speed ZX, the correction coefficient is set to 1 when the crank 212 rotates, for example, 30 degrees from the stopped state. The correction information map indicated by the dotted line L311 and the correction information map indicated by the dotted line L312 have the same first rotation angle TAX1 at which the correction coefficient is 1, but with respect to the rotation angle TA until the correction coefficient becomes 1. The correction information map indicated by the dotted line L312 has a correction coefficient larger than that of the correction information map indicated by the dotted line L311.

  For example, in the first correction process in the second control state, if the traveling speed ZA is equal to or lower than the predetermined speed ZX, the control unit 4 uses the correction information map as indicated by the solid line L321 in FIG. If ZA is equal to or lower than the predetermined speed ZX, the control unit 4 uses a correction information map as indicated by a solid line L322 in FIG. In the correction information map of FIG. 8, when the traveling speed ZA is equal to or lower than the predetermined speed ZX, the correction coefficient is set to 1 when the crank rotates, for example, 60 degrees from the stopped state.

  The predetermined speed ZX is selected, for example, as 3 km / h. When the traveling speed ZA is equal to or lower than the predetermined speed ZX, when the crank 212 rotates from the stopped state, it is assumed that the bicycle 201 starts to move from the stopped state or the substantially stopped state. When the bicycle 201 exceeds the predetermined speed ZX, when the crank 212 rotates from the stopped state, it is assumed that the bicycle 201 is in the coasting state. When the control unit 4 changes the correction information map, the output of the assist motor 216 can be raised in accordance with the traveling state of the bicycle 201.

  When the crank 212 of the bicycle rotates from the stopped state, the same human power driving force is applied to the crank 212, and the crank 212 is rotated at the same speed, so that the first control state is the second control state. The output of the assist motor 216 increases faster than the time. That is, the response speed of the assist motor is increased.

  In order to control the output of the assist motor 216 as in the above (b) and (c), the control unit 4 uses the correction information map or the correction information map used for the second correction process in the first control state and the second control state. Switch calculation formula. The control unit 4 uses, for example, a correction information map as shown in FIG. 9 in the second correction process. In FIG. 9, a dotted line L41 indicates a correction information map used in the second correction process in the first control state. In FIG. 9, a solid line L42 indicates a correction information map used in the second correction process in the second control state. In the example shown in FIG. 9, the time constant is the same when the rotation speed KA is within a predetermined range (KAA to KAB) in either the first control state or the second control state. The range of the predetermined rotation speed KA is, for example, 50 rpm to 60 rpm. In the example shown in FIG. 9, the rotational speed KAA is a predetermined first speed, and the rotational speed KAB is a predetermined second speed.

Next, the operation of the above-described bicycle control device 1 will be described with reference to FIG. FIG. 10 is a flowchart for explaining an operation process of the bicycle control device 1.
When the bicycle control device 1 is turned on, the process proceeds to step S1 in FIG. 10, and the control unit 4 acquires information on the human power driving force detected by the first detection unit 2. Specifically, the control unit 4 acquires information regarding the torque detected by the first detection unit 2.

  Next, the process proceeds to step S <b> 2, and the control unit 4 determines whether or not the human driving force is equal to or higher than the human driving force reference value. Specifically, the control unit 4 determines whether or not the torque is greater than or equal to the torque reference value based on the acquired information on the torque. Although not particularly limited, the torque reference value can be, for example, about 7 N · m to 10 N · m. When the control unit 4 determines that the human driving force is less than the human driving force reference value, the control unit 4 proceeds to the process of step S1.

  When the control unit 4 determines in step S2 that the human driving force is equal to or higher than the human driving force reference value, the control unit 4 proceeds to step S3. In step S3, the control unit 4 sets the basic travel assist force PA. Specifically, the control unit 4 sets the basic travel assist force PA corresponding to the human driving force.

  Next, in step S4, a first correction process is performed. The control unit 4 corrects the basic travel assist force PA using a correction coefficient corresponding to the set or selected control state according to the angle (rotation angle TA) from the stop state of the crank 212. When the angle from the stop state of the crank 212 becomes equal to or greater than the threshold value TAX, the control unit 4 does not correct the basic travel assist force PA.

  Next, the process proceeds to step S5, where the control unit 4 determines whether or not the human driving force is decreasing. If the control unit 4 determines in step S5 that the human driving force is decreasing, the process proceeds to step S6.

  In step S6, the control unit 4 performs a second correction process. The control unit 4 uses the time constant corresponding to the control state in which the basic travel assist force PA (travel assist force PX) corrected in step S4 or the uncorrected basic travel assist force PA is set or selected. Then, the process proceeds to step S7. If the control unit 4 determines in step S5 that the human driving force has not decreased, the process proceeds to step S7.

  In step S7, the control unit 4 performs the basic travel assist force PA (travel assist force PX) corrected in steps S4 and S6, the basic travel assist force PA (travel assist force PX) corrected in step S4, or the correction. The assist motor 216 is controlled based on the basic travel assist force PA that is not performed. When step S7 ends, the process proceeds to step S1, and the process of the flowchart is continued until the power supply of the control unit 4 is interrupted.

The bicycle control device 1 has the following effects.
(1) The travel condition of the bicycle 201, for example, when the bicycle 201 travels on road is different from the demand for the assist motor 216. For this reason, control of the assist motor 216 according to the traveling state of the bicycle 201 is required.

  The controller 4 can control the assist motor 216 by selectively setting the first control state and the second control state. For this reason, the assist motor 216 can be controlled in accordance with the traveling state of the bicycle 201.

  (2) When the rotational speed KA is equal to or lower than the predetermined first speed, the control unit 4 determines that the response speed of the assist motor 216 with respect to the change in the human driving force in the first control state is the change in the human driving force in the second control state. The output of the assist motor 216 is controlled so as to be faster than the response speed of the assist motor 216.

  For this reason, in the first control state, the assist motor 216 can be driven with good followability with respect to the human driving force. For this reason, for example, when the human driving force increases when attempting to get over an obstacle during off-road, the output of the assist motor 216 immediately increases, and when the human driving force decreases, the output of the assist motor 216 decreases immediately. Become. For this reason, traction controllability is improved. Further, when the human driving force is small, the output and output time of the assist motor 216 can be shortened, so that power consumption can be reduced. On the other hand, in the second control state, the torque fluctuation by the assist motor 216 is reduced. For this reason, it becomes difficult for the driver to feel a sense of discomfort due to the fluctuation of the assist force on a flat on-road.

  (3) When the crank 212 is rotated from the stopped state, that is, in the region where the rotation angle TA is small, the control unit 4 outputs the assist motor 216 in response to the change in the human driving force in the first control state in the second control state. The output of the assist motor 216 is controlled so as to be faster than the response speed of the assist motor 216 with respect to the change in the change in human power driving force. That is, the period during which the basic travel assist force PA is corrected to the travel assist force PX smaller than the basic travel assist force PA is shorter in the first control state than in the second control state.

  For this reason, in the first control state, the travel assisting force PX with respect to the human driving force quickly rises to the basic travel assisting force PA. Therefore, for example, when the bicycle 201 is traveling off-road, the traction control performance is improved. improves. On the other hand, in the second control state, the travel assisting force PX against the human driving force gradually increases to the basic travel assisting force PA as compared with the first control state, so that the travel speed ZA suddenly increases when the bicycle 201 starts traveling. It is reduced that the driver feels uncomfortable due to a rise or the like.

  (4) For example, in order to travel off-road while maintaining a certain speed, a large amount of power (energy) is required. If the upper limit torque setting value is simply increased in order to obtain a large power, the motor unit and mechanism unit of the drive unit 219 may be increased in size and weight. Further, when the assist ratio, which is the ratio of the assist motor output to the human driving force, is increased, more power is consumed. When the rotational speed KA exceeds the predetermined second speed, the control unit 4 determines that the response speed of the assist motor when the human driving force in the first control state decreases and the human driving force in the second control state decreases. The output of the assist motor is controlled so as to be slower than the response speed of the assist motor. As a result, even if the human driving force is reduced, the reduction of the assist force is suppressed, so that the size and weight of the driving unit 219 can be kept unchanged, and the power can be increased by effectively using the electric power.

(Modification)
Specific forms that the bicycle control apparatus can take are not limited to the forms exemplified in the embodiments. The bicycle control device may take various forms different from the embodiment. The modification of embodiment shown below is an example of the various forms which the control apparatus for bicycles etc. can take.

The control unit 4 performs the second correction process after the first correction process, but the control unit 4 may perform the first correction process after performing the second correction process.
In the embodiment, the control unit 4 may correct the human driving force detected by the first detection unit 2 instead of correcting the basic travel assist force PA. That is, the control unit 4 does not directly correct the basic travel assist force PA, but indirectly corrects the basic travel assist force PA by correcting the human driving force detected by the second detection unit 3. Also good.

  -Although the 1st detection part 2 has detected the torque which acts on 212 A of crankshafts as a manual driving force, it is not limited to this in particular. For example, the first detection unit 2 may detect a tension acting on the chain 210 as a human power driving force, or detect a force acting on the axle of the rear wheel 207 or a driving force acting on the frame 202 by human power. May be.

  -Although the structure which makes auxiliary drive force act on the power transmission path with the assist mechanism 215 is employ | adopted, it is not limited to this in particular. For example, an auxiliary driving force may be applied to the chain 210 by the assist mechanism 215. Further, for example, the bicycle control apparatus can be applied to an electrically assisted bicycle including a front hub motor, that is, an electrically assisted bicycle including an assist mechanism on the front wheel 206. In addition, the bicycle control apparatus can be applied to an electrically assisted bicycle having a rear hub motor, that is, an electrically assisted bicycle having an assist mechanism on the rear wheel 207.

The control unit 4 can also perform the first correction process using the travel distance or travel time from when the crank 212 of the bicycle 201 starts to rotate instead of the rotational speed KA.
In the map shown in FIG. 9, when the rotational speed KA is higher than the rotational speed KAB, the line L42 can be maintained at a constant value, for example, the time constant at the rotational speed KAB. In this case, in the second control state, torque fluctuation is suppressed even in the high speed range. For this reason, even in a high speed range, it is difficult for the driver to feel uncomfortable due to torque fluctuation. In addition, the traveling speed ZA can be easily kept constant even in the high speed range.

  -Although the control part 4 is performing all the control of (a), (b), and (c), as a structure which performs at least any one control of (a), (b), and (c) Also good. Moreover, it is good also as a structure which selects the control performed by the control part 4 among (a), (b), and (c) by at least any one of the operation part 218 or the external device 7.

  The response speed of the assist motor 216 may be adjustable by the operation unit 218 or the external device 7. In this case, the correction coefficient and the time constant can be selected or set by the operation unit 218 or the external device 7. As a result, the assist motor 216 can be controlled according to the user's preference.

  The control unit 4 is set so that the assist condition can be changed through the operation of the operation unit 218, but the assist condition may not be changed. In this case, a travel assist force PX that is a predetermined multiple of the human power driving force can be set as the basic travel assist force PA.

  The control unit 4 sets an auxiliary coefficient in accordance with the rotation angle TA of the crank 212 when the crank 212 rotates from the stop position, but the control unit 4 does when the crank 212 rotates from the stop position. In addition, regardless of the rotation of the crank 212, the increase in the travel assisting force PX may be delayed with respect to the increase in the manpower driving force. In this case, the control unit 4 corrects the basic travel assist force PA using a primary low-pass filter. By delaying the increase in the travel assisting force PX relative to the increase in the manpower driving force, the response speed of the assist motor 216 with respect to the change in the manpower driving force can be changed.

  -The control part 4 is good also as a structure which does not correct | amend basic driving | operation assistance force PA, when the crank 212 rotates from a stop position in a 1st control state. Further, the control unit 4 may be configured not to correct the basic travel assist force PA when the speed is equal to or lower than the first travel speed in the first control state. In this case, the assist motor 216 can be made to respond more directly to the human driving force.

1 Bicycle Control Device 4 Control Unit 5 Communication Unit 7 External Device 201 Bicycle 212 Crank 216 Assist Motor 218 Operation Unit

Claims (12)

A bicycle control device including a control unit that controls an output of an assist motor in accordance with a human driving force,
The control unit can selectively set a first control state and a second control state in which output states of the assist motor with respect to the human driving force are different from each other,
The response speed of the assist motor to the change in the human power driving force in the first control state at least one of when the crank of the bicycle rotates from the stopped state and when the rotation speed of the crank is equal to or lower than a predetermined first speed. However, the bicycle control device controls the output of the assist motor such that the output speed of the assist motor is faster than the response speed of the assist motor to the change in the human power driving force in the second control state.   The control unit is configured such that when the bicycle crank rotates from a stopped state, the response speed of the assist motor when the human driving force increases in the first control state is equal to the human driving force in the second control state. The bicycle control device according to claim 1, wherein the output of the assist motor is controlled so as to be faster than a response speed of the assist motor when increasing.   When the rotational speed of the crank is equal to or lower than a predetermined first speed, the control unit is configured so that a response speed of the assist motor when the human driving force in the first control state is reduced is in the second control state. The bicycle control device according to claim 1 or 2, wherein an output of the assist motor is controlled so as to be faster than a response speed of the assist motor when the human driving force decreases.   The control unit includes the assist motor when the manual driving force decreases in the first control state when a rotational speed of the crank exceeds a predetermined second speed that is equal to or higher than a predetermined first speed. 3. The bicycle according to claim 1, wherein the output of the assist motor is controlled so that a response speed of the motor becomes slower than a response speed of the assist motor when the human power driving force in the second control state decreases. Control device.   5. The operation unit according to claim 1, further comprising an operation unit attachable to a bicycle, wherein the control unit selectively sets the first control state and the second control state by the operation unit. Bicycle control device.   The communication unit according to any one of claims 1 to 5, further comprising a communication unit capable of communicating with an external device, wherein the control unit selectively sets the first control state and the second control state by the external device. Bicycle control device.   The bicycle control device according to claim 5, wherein the control unit can adjust the response speed by the operation unit.   The bicycle control device according to claim 6, wherein the control unit can adjust the response speed by the external device. A bicycle control device including a control unit that controls an output of an assist motor in accordance with a human driving force,
The control unit selects a first control state and a second control state in which the maximum value of the assist motor output with respect to the human power driving force is equal and the output states of the assist motor with respect to the human power driving force are different from each other. Can be set automatically,
An output of the assist motor with respect to the human power driving force in the first control state when at least one of a crank of a bicycle rotates from a stopped state and a rotation speed of the crank is a predetermined first speed or less; A bicycle control device that controls an output of the assist motor so that an output of the assist motor with respect to the human driving force in a second control state is different.   The control unit reduces the output of the assist motor until the rotation angle of the crank reaches a first predetermined value when the crank rotates from a stopped state in the first control state, and the second control state The output of the assist motor is reduced until the crank rotation angle reaches a second predetermined value that is larger than the first predetermined value when the crank rotates from a stopped state. Bicycle control device. A bicycle control device for controlling a bicycle having an assist motor,
The rotation angle of the crank relative to the position of the crank of the bicycle at the time when travel assistance is started by the assist motor, the travel distance from the time when the travel assistance is started, and the travel assistance is started. In accordance with at least one of the travel time from the time point, comprising a control unit for controlling the travel assist force to be output to the assist motor,
The control unit can selectively set a first control state and a second control state in which outputs of the assist motor with respect to human driving force are different from each other,
Bicycle control, wherein when the crank rotates from a stopped state, the driving assist force output to the assist motor in the first control state differs from the driving assist force output to the assist motor in the second control state. apparatus. A bicycle control device for controlling a bicycle having an assist motor,
In accordance with human power driving force, comprising a control unit for controlling the driving assist force to be output to the assist motor,
The control unit controls the travel assisting force so that the decrease in the travel assisting force is delayed with respect to the decrease in the human power driving force when the human power driving force is decreased, and the traveling according to the rotation state of the crank Control the delay of the reduction of auxiliary power,
A first control state and a second control state in which the output of the assist motor with respect to the human driving force is different from each other can be selectively set;
A bicycle control device that makes a delay in a decrease in the travel assist force in the first control state different from a delay in the decrease in the travel assist force in the second control state.

Images