JP2017154722A - Control device for bicycle and driving device for bicycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for bicycle and a driving device for bicycle that improve stability of behavior of a bicycle.SOLUTION: A control device 70 for bicycle includes a control section 72 which lowers output of a motor 62 capable of assisting in propulsion of a bicycle based upon angular acceleration of a rotary body included in a human driving force transmission path from an input part for human driving force to a coupling part coupled to a driving wheel. The control section 72 causes the output of the motor 62 to decrease based upon the angular acceleration of the rotary body. Consequently, the output of the motor 62 decreases when the driving wheel slips or idles, so stability of behavior of the bicycle is improved.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a bicycle control device and a bicycle drive device.

  2. Description of the Related Art A bicycle driving device including a motor for assisting bicycle propulsion and a bicycle control device is known (for example, Patent Document 1).

JP-A-6-107266

In a bicycle, for example, a wheel may slip or idle depending on a road surface condition such as a friction coefficient of the road surface. At this time, in the bicycle equipped with the bicycle drive device, the torque of the motor affects the behavior of the bicycle.
An object of the present invention is to provide a bicycle control device and a bicycle drive device that improve the stability of bicycle behavior.

(1) One form of the bicycle control device according to the present invention is based on the angular acceleration of a rotating body included in a human power driving force transmission path from a human power driving force input unit to a coupling unit coupled to a driving wheel. Including a controller that reduces the output of the motor that can assist the propulsion of the motor.
The said control part reduces the output of a motor based on the angular acceleration of a rotary body. For this reason, since the output of the motor decreases when the drive wheel slips or slips, the stability of the behavior of the bicycle is improved.

(2) In the bicycle control device according to (1), the rotating body includes a crankshaft.
Since the rotating body includes a crankshaft, the occurrence of slipping or idling of the drive wheels can be easily detected by detecting the angular acceleration of the crank.

(3) In the bicycle control device according to (1) or (2), the control unit causes the motor to perform a braking operation when reducing the output of the motor based on the angular acceleration of the rotating body. .
The control unit causes the motor to perform a braking operation when reducing the output of the motor based on the angular acceleration of the rotating body. For this reason, when the slip or idling of the drive wheel occurs, the rotation speed of the drive wheel can be lowered to an appropriate speed at an early stage.

(4) In the bicycle control device according to (3), the braking operation includes a regenerative operation.
Since the braking operation includes a regenerative operation, it can contribute to the efficiency of electric power used by the bicycle control device.

(5) The bicycle control device according to any one of (1) to (4), further including a first sensor that outputs a signal corresponding to a rotation speed of the rotating body, wherein the control unit includes: The motor is controlled based on a signal output from the first sensor.
When the control unit controls the motor based on a signal output from the first sensor that outputs a signal corresponding to the rotation speed of the rotating body, the controller easily acquires the rotation speed of the rotating body through the first sensor. Can do.

(6) In the bicycle control device according to any one of (1) to (5), the control unit controls the motor based on the human power driving force.
Since the control unit controls the motor based on the manual driving force, the detection accuracy of the driving wheel slip or idling is compared with the case where the driving wheel slip or idling is detected only based on the angular acceleration of the rotating body. Can be improved.

(7) The bicycle control device according to (6), further including a second sensor that outputs a signal corresponding to the human power driving force, wherein the control unit outputs a signal output from the second sensor. Based on this, the motor is controlled.
When the control unit controls the motor based on a signal output from the second sensor that outputs a signal corresponding to the human driving force, the control unit can easily acquire the human driving force through the second sensor.

(8) In the bicycle control device according to any one of (1) to (7), the control unit decreases the output of the motor when the angular acceleration is equal to or higher than a first predetermined value. .
When the angular acceleration of the rotating body becomes equal to or higher than the first predetermined value, the control unit reduces the output of the motor. Therefore, the control unit uses the first predetermined value suitable for slipping or idling of the driving wheel, or When idling occurs, the motor output can be appropriately reduced.

(9) In the bicycle control device according to any one of (1) to (7), the control unit has the angular acceleration equal to or higher than a first predetermined value and the human driving force. When the amount of decrease per unit time is equal to or greater than the second predetermined value, the output of the motor is reduced.
The control unit reduces the output of the motor when the angular acceleration of the rotating body is equal to or higher than the first predetermined value and the amount of decrease in the human driving force per unit time is equal to or higher than the second predetermined value. By using the second predetermined value adapted to the slip or slip of the bicycle, the output of the motor can be appropriately reduced when the slip or slip of the bicycle occurs.

(10) In the bicycle control device according to any one of (1) to (9), the control unit decreases the output of the motor in accordance with a phase of a crank.
Since the control unit reduces the output of the motor according to the phase of the crank, the output of the motor can be appropriately reduced according to the human driving force.

(11) The bicycle control device according to (10), further including a third sensor that outputs a signal corresponding to a phase of the crank, wherein the control unit is based on a signal output by the third sensor. To control the motor.
The control unit can easily obtain the crank phase through the third sensor when controlling the motor based on the signal output from the third sensor that outputs a signal corresponding to the crank phase.

(12) In the bicycle control device according to (10) or (11), the control unit is configured to control the motor based on a phase of the crank when the angular acceleration is equal to or higher than a first predetermined value. Reduce the output torque.
The control unit reduces the output of the motor based on the phase of the crank when the angular acceleration of the rotating body is equal to or higher than the first predetermined value, and therefore the phase of the crank when the drive wheel slips or slips. The motor can be controlled based on the above.

(13) In the bicycle control device according to any one of (10) to (12), when the control unit decreases the output of the motor based on angular acceleration of the rotating body, the crank When the phase of the crank is at a phase corresponding to an intermediate position between the top dead center and the bottom dead center, than when the phase is at a phase corresponding to the top dead center or the bottom dead center, The motor is controlled so that the output is greatly reduced.
When the crank phase is at an intermediate position between the top dead center and the bottom dead center, the human power driving force increases, so the motor output based on the human power driving force also increases. When the control unit reduces the output of the motor based on the angular acceleration of the rotating body, the crank phase corresponds to the intermediate position than when the crank phase is in the phase corresponding to the top dead center or the bottom dead center. When in phase, the motor is controlled so that the output of the motor is greatly reduced. For this reason, even when the crank phase slips or idles at a phase corresponding to the top dead center or the bottom dead center, the output of the motor can be appropriately reduced.

(14) In the bicycle control device according to any one of (1) to (13), when the control unit decreases the output of the motor based on angular acceleration of the rotating body, the motor Decrease the output torque of.
The controller reduces the output torque of the motor in a stepwise manner when reducing the output of the motor based on the angular acceleration of the rotating body. For this reason, compared with the case where the output of a motor is continuously changed based on the angular acceleration of a rotary body, the load concerning calculation can be reduced.

(15) In the bicycle control device according to any one of (1) to (14), when the control unit decreases the output of the motor based on the angular acceleration of the rotating body, The driving wheel is braked by a braking device that brakes the driving wheel.
Since the control unit controls the rotational speed of the driving wheel using a braking device that brakes the driving wheel, the rotational speed of the driving wheel is more appropriate than the control of the rotational speed of the driving wheel by controlling only the motor. The time until the speed is reduced can be shortened.

(16) In the bicycle control device according to any one of (1) to (15), the human power driving force transmission path includes a speed change mechanism, and the rotating body is in the human power driving power transmission path. Provided upstream of the transmission mechanism.
Since the rotating body is provided on the upstream side of the speed change mechanism in the human power driving force transmission path, the motor can be controlled based on the rotation speed before being changed by the speed change mechanism.

(17) In the bicycle control device according to (16), when the control unit decreases the output of the motor based on the angular acceleration of the rotating body, the rotational speed of the driving wheel and the rotation of the crank The motor is controlled based on the speed.
The control unit controls the motor based on the rotational speed of the drive wheel and the rotational speed of the crank when the output of the motor is reduced based on the angular acceleration of the rotating body. Therefore, for example, since it is possible to determine whether the drive wheel is idling or slipping by comparing the rotation speed of the drive wheel and the rotation speed of the crank, a motor suitable for idling and slipping of the drive wheel. Can be controlled.

(18) In the bicycle control device according to (17), the control unit is configured to calculate the rotational speed of the drive wheel based on a rotational speed of the rotating body and a speed ratio of the bicycle. When the rotational speed of the motor is larger than the estimated value of the rotational speed of the motor, the output of the motor is greatly reduced as compared with the rotational speed of the driving wheel equal to or less than the estimated value.
The higher the rotational speed of the drive wheel, the more unstable the behavior of the bicycle when the drive wheel contacts the ground. The control unit can greatly reduce the output of the motor when the rotational speed of the drive wheel is larger than the estimated value than when the rotational speed of the drive wheel is less than or equal to the estimated value. For this reason, it is possible to appropriately stabilize the behavior of the bicycle when the drive wheel is idling.

(19) In the bicycle control device according to any one of (16) to (18), when the transmission mechanism is not operating so as to reduce the transmission ratio of the bicycle, The output of the motor is reduced based on the angular acceleration of the rotating body.
The control unit does not decrease the output of the motor based on the angular acceleration of the rotating body when the operation for reducing the gear ratio is performed. For this reason, it is possible to reduce the possibility of erroneously detecting an increase in the rotational speed of the drive wheels accompanying a reduction in the gear ratio as slipping or idling of the drive wheels.

(20) In the bicycle control device according to any one of (1) to (19), the control unit controls the motor in accordance with the human power driving force, and controls the angular acceleration of the rotating body. Accordingly, the response speed of the motor to the change in the human power driving force when the human power driving force decreases is changed.
The control unit can reduce the output of the motor by changing the response speed of the motor with respect to a change in the human driving force when the driving force decreases when the driving wheel slips or slips.

(21) In the bicycle control device according to (20), when the angular acceleration of the rotating body is equal to or higher than a third predetermined value, the control unit increases the response speed.
Since the control unit increases the response speed when the angular acceleration of the rotating body becomes equal to or higher than the third predetermined value, the human driving force tends to decrease when the angular acceleration of the rotating body becomes equal to or higher than the third predetermined value.

(22) In the bicycle control device according to (21), the control unit stops the control to increase the response speed when a predetermined period has elapsed after increasing the response speed.
The control unit stops the control to increase the response speed when a predetermined period has elapsed after increasing the response speed. For this reason, when the drive wheel slips or slips, the state where the motor response speed is high is not excessively continued.

(23) In the bicycle control device according to (21), the control unit increases the response speed, and then increases the response speed when a bicycle crank arm passes the top dead center or the bottom dead center. Stop increasing control.
The control unit stops the control for increasing the response speed when the crank arm of the bicycle passes the top dead center or the bottom dead center after increasing the response speed. For this reason, when the drive wheel slips or slips, the state where the motor response speed is high is not excessively continued.

(24) In the bicycle control device according to any one of (1) to (23), the control unit controls the motor in accordance with the human power driving force, and controls the angular acceleration of the rotating body. In response, the output of the motor is reduced by repeatedly increasing and decreasing the output of the motor.
Since the control unit lowers the output of the motor by repeatedly increasing and decreasing the output of the motor, it is possible to prevent the motor output from rapidly decreasing. For this reason, for example, when a short-time slip of the driving wheel or idling that occurs when the bicycle travels on a road surface with many irregularities, a large decrease in the output of the motor that the driver does not intend is unlikely to occur.

(25) In the bicycle control device according to any one of (1) to (24), the control unit performs control to reduce the output of the motor based on angular acceleration of the rotating body. Stop based on the rotational speed of the drive wheels.
The said control part stops the control which reduces the output of a motor based on the angular acceleration of a rotary body based on the rotational speed of a driving wheel. For this reason, when the slip or idling of the drive wheels is completed, the decrease in the output of the motor can be terminated.

(26) In the bicycle control device according to any one of (1) to (7), the control unit reduces the output of the motor when the angular acceleration is equal to or greater than a first predetermined value. The control for reducing the output of the motor based on the angular acceleration of the rotating body is stopped based on the rotational speed of the driving wheel, and the driving wheel before the angular acceleration becomes equal to or higher than a first predetermined value is stopped. Based on the rotational speed or the rotational speed of the crank, the control for reducing the output of the motor based on the angular acceleration of the rotating body is stopped.
The control unit is configured to reduce the output of the motor based on the angular acceleration of the rotating body based on the rotational speed of the driving wheel or the rotational speed of the crank before the angular acceleration of the rotating body becomes equal to or greater than the first predetermined value. To stop. For this reason, the rotational speed of the drive wheel can be brought close to the rotational speed before the drive wheel starts slipping or idling before starting the control for reducing the output of the motor based on the angular acceleration of the rotating body.

(27) In the bicycle control device according to any one of (1) to (24), the control unit performs control for reducing the output of the motor based on angular acceleration of the rotating body in advance. Stop according to the set time.
Since the control unit stops the control for reducing the motor output based on the angular acceleration of the rotating body according to a predetermined time, the control unit appropriately reduces the motor output when the drive wheel slips or slips. Can be stopped at any time.

(28) In the bicycle control device according to any one of (1) to (24), when the bicycle crank arm passes through a top dead center or a bottom dead center, the control unit is configured to rotate the rotating body. The control to reduce the output of the motor is stopped based on the angular acceleration.
The said control part stops the control which reduces the output of a motor, when the crank arm of a bicycle passes the top dead center or the bottom dead center. For this reason, when the drive wheel slips or slips, the state where the output of the motor is excessively low is not continued.

(29) In the bicycle control device according to any one of (1) to (24), when the human-power driving force is equal to or greater than a predetermined driving force, the control unit is configured to adjust the angle of the rotating body. Control to reduce the output of the motor based on the acceleration is stopped.
The controller stops the control to reduce the motor output based on the angular acceleration of the rotating body when the human driving force exceeds a predetermined driving force. The motor output is not excessively low.

(30) One form of the bicycle control device according to the present invention is a drive unit control device capable of transmitting the rotation of the crank to the motor, and is a first power transmission path from the input portion of the manual driving force to the driving wheels. Based on the angular acceleration of the first rotating body included in the motor, or the angular acceleration of the second rotating body included in the second power transmission path from the motor capable of assisting bicycle propulsion to the drive wheel. The control part which controls the load by is included.
The said control part controls the load by the output of a motor based on the angular acceleration of a 1st rotary body or a 2nd rotary body. For this reason, when the driving wheel slips or slips, the stability of the behavior of the bicycle is improved.

(31) One embodiment of a bicycle control device according to the present invention includes a control unit that controls a motor capable of assisting bicycle propulsion in accordance with a human power driving force, and the control unit slips a driving wheel of the bicycle. Alternatively, when the vehicle is idling, the response speed of the motor to the change in the human driving force when the human driving force decreases is increased.
The control unit can reduce the output of the motor by increasing the response speed of the motor with respect to a change in the human driving force when the driving force decreases when the driving wheel slips or slips. For this reason, when the driving wheel slips or slips, the stability of the behavior of the bicycle is improved.

(32) One form of the bicycle drive device according to the present invention includes the bicycle control device according to any one of (1) to (31) and the motor.
The bicycle driving device can improve the stability of the behavior of the bicycle.

  The bicycle control device and the bicycle drive device of the present invention improve the stability of the behavior of the bicycle.

The side view of a bicycle provided with the bicycle drive device of a 1st embodiment. The schematic diagram which shows the human-power driving force transmission path | route of the bicycle of FIG. The block diagram of the bicycle control apparatus of the bicycle of FIG. The flowchart of the 1st control performed by the control part of FIG. The block diagram of the control apparatus for bicycles of 2nd Embodiment. The flowchart of the 2nd control performed by the control part of 2nd Embodiment. The subroutine of the rotational speed control of the motor at the time of idling performed by the control part of 3rd Embodiment. The subroutine of the rotational speed control of the motor at the time of the slip performed by the control part of 3rd Embodiment. The schematic diagram which shows the driving force transmission path | route of the bicycle of 4th Embodiment. The flowchart of the motor control performed by the control part of 5th Embodiment. The flowchart of the 3rd control performed by the control part of the 1st modification. The flowchart of the 4th control performed by the control part of the 2nd modification. The flowchart of the 5th control performed by the control part of the 3rd modification. The flowchart of the motor control performed by the control part of a 4th modification. The flowchart of the motor control performed by the control part of a 5th modification. The flowchart of the motor control performed by the control part of a 6th modification. The flowchart of the motor control performed by the control part of a 7th modification. The timing chart which shows an example of the motor control performed by the control part of the 8th modification.

(First embodiment)
A bicycle equipped with the bicycle drive device of the first embodiment will be described with reference to FIGS.

  As shown in FIG. 1, the bicycle 10 includes a front wheel 12, a rear wheel 14, a bicycle body 16, a human power driving force transmission path 18, an operation unit 22, a battery unit 24, and a bicycle driving device 60. In the present embodiment, the rear wheel 14 is a drive wheel. The bicycle body 16 includes a frame 26, a front fork 28 connected to the frame 26, and a handlebar 30B detachably connected to the front fork 28 via a stem 30A. The front fork 28 is supported by the frame 26 and connected to the axle 12 </ b> A of the front wheel 12. The bicycle 10 is provided with a braking device (not shown) for braking the front wheel 12 and the rear wheel 14 and a braking operation device (not shown) for controlling the braking device.

  As shown in FIG. 2, the bicycle 10 travels when the human driving force is transmitted to the rear wheel 14 via the human driving force transmission path 18. The manual driving force transmission path 18 includes a speed change mechanism 20, a crank 32, and a pair of pedals 38. The transmission mechanism 20 includes a front sprocket 36, a rear sprocket 40, and a chain 42. The pedal 38 includes an input unit for human driving force. The rear sprocket 40 is a coupling portion with the rear wheel 14.

  As shown in FIG. 1, the crank 32 includes a rotating body 44 and a pair of crank arms 46. The rotating body 44 is rotatably supported by the frame 26 or the housing 62A of the motor 62 connected to the frame 26. The rotating body 44 includes a crankshaft. The pair of crank arms 46 are attached to the rotating body 44. The pair of pedals 38 includes a pedal body 38A and a pedal shaft 38B. The pedal shaft 38 </ b> B is connected to each of the crank arms 46. The pedal body 38A is supported by each of the pedal shafts 38B in a state where the pedal body 38A can rotate with respect to the pedal shaft 38B.

  The front sprocket 36 is connected to the rotating body 44. The front sprocket 36 is provided coaxially with the rotating body 44. The front sprocket 36 may be connected so as not to rotate relative to the rotating body 44, and when the rotating body 44 rotates forward, it is connected via a one-way clutch (not shown) so that the front sprocket 36 also rotates forward. May be. The front sprocket 36 includes one or more sprockets.

  The rear sprocket 40 is attached to the rear wheel 14 so as to be rotatable around the axle 14 </ b> A of the rear wheel 14. The rear sprocket 40 is connected to the rear wheel 14. The rear wheel 14 includes a hub (not shown). The hub includes a hub shell, a drive body that holds the rear sprocket 40, and a one-way clutch provided between the hub shell and the drive body. The chain 42 is wound around the front sprocket 36 and the rear sprocket 40. When the crank 32 is rotated in one direction by the human driving force applied to the pedal 38, the rear wheel 14 is also rotated in one direction by the front sprocket 36, the chain 42, and the rear sprocket 40. When the crank 32 and the rear wheel 14 rotate in one direction, the bicycle 10 moves forward.

  The transmission mechanism 20 further includes a transmission 50. The transmission 50 includes a first transmission 50A and a second transmission 50B. The front sprocket 36 and the rear sprocket 40 each include a plurality of sprockets, but the front sprocket 36 may include only one sprocket and the rear sprocket 40 may include a plurality of sprockets. The front sprocket 36 may include a plurality of sprockets, and the rear sprocket 40 may include only one sprocket. When one of the front sprocket 36 and the rear sprocket 40 includes only one sprocket, one of the first transmission 50A and the second transmission 50B can be omitted. The first transmission 50A is an exterior transmission that is provided around the front sprocket 36 and that allows the chain 42 to be switched between a plurality of sprockets. The first transmission 50A is a front derailleur. The second transmission 50B is an exterior transmission that is provided around the rear sprocket 40 and that can change the chain 42 between a plurality of sprockets. The second transmission 50B is a rear derailleur. The rotating body 44 is provided on the upstream side of the speed change mechanism 20 in the human power driving force transmission path 18. The first transmission 50A and the second transmission 50B each include an actuator 48. The transmission mechanism 20 exchanges the chain 42 between a plurality of sprockets respectively included in the front sprocket 36 and the rear sprocket 40, whereby the rotation speed of the rear wheel 14 relative to the rotation speed of the crank 32 of the bicycle 10 (hereinafter referred to as “transmission ratio r )).

  1 is attached to the handle bar 30B. The operation unit 22 is electrically connected to a control unit 72 (see FIG. 3) of the control device 70 through a cable (not shown). When the operation unit 22 is operated by the operator, the operation unit 22 transmits a shift-up signal or a shift-down signal to the control unit 72. Note that the upshift is a shift in a direction in which the gear ratio r is increased, and the downshift is a shift in a direction in which the gear ratio r is decreased. Note that the operation unit 22 and the control unit 72 can be connected to each other so as to be communicable by wireless communication. The operation unit 22 may include two operation units for individually operating the first transmission 50A and the second transmission 50B. The operation unit 22 may include only one operation unit for shifting the first transmission 50A and the second transmission 50B in conjunction with a predetermined shift route. The shift route includes a first route in which the speed ratio r of the bicycle 10 determined by the operations of the first transmission 50A and the second transmission 50B is increased stepwise, and the speed ratio r of the bicycle 10 is stepwise. And a second route that becomes smaller. When the upshift signal is received, the control unit 72 controls at least one of the first transmission 50A and the second transmission 50B along the first route. When receiving the downshift signal, the controller 72 controls at least one of the first transmission 50A and the second transmission 50B along the second route.

  The battery unit 24 includes a battery 52 and a battery holder 54 for detachably attaching the battery 52 to the frame 26. The battery 52 includes one or a plurality of battery cells. The battery 52 is constituted by a rechargeable battery. The battery 52 is electrically connected to the motor 62 of the bicycle drive device 60 and supplies power to the motor 62.

  As shown in FIG. 3, the bicycle drive device 60 includes a bicycle control device 70 (hereinafter simply “control device 70”) and a motor 62. In one example, the bicycle drive device 60 further includes a drive circuit 64 for the motor 62. The control device 70 is electrically connected to the battery 52 and supplied with power from the battery 52.

  The motor 62 shown in FIG. 2 can assist human power driving force. The motor 62 can assist the propulsion of the bicycle 10. The motor 62 is provided in a housing 62A supported by the frame 26 shown in FIG. The motor 62 shown in FIG. 2 is configured by an electric motor. The motor 62 is coupled to the rotating body 44. A one-way clutch (not shown) is provided in the power transmission path between the motor 62 and the rotating body 44 so that the motor 62 is not rotated by the rotational force of the rotating body 44 when the crank 32 is rotated forward. preferable. In another example, the motor 62 is coupled to the chain 42 or the rear wheel 14. The motor 62 is configured to be regenerative. When slip or idling occurs in the rear wheel 14, the control unit 72 of the control device 70 decreases the output TM of the motor 62.

  The control device 70 includes a control unit 72. In one example, the control device 70 further includes a storage unit 74, a first sensor 76, a second sensor 78, a third sensor 80, a fourth sensor 82, and a shift state detection device 84.

  As shown in FIG. 3, the first sensor 76 outputs a signal corresponding to the rotational speed of the rotating body 44 (hereinafter “rotational speed CA”). The rotational speed CA is the rotational speed of the crank 32. The first sensor 76 also outputs a signal corresponding to the rotational position of the rotating body 44. The first sensor 76 is attached to the frame 26. The first sensor 76 includes a first element 76A for detecting the magnetic field of the first magnet 86 and a second element 76B for detecting the magnetic field of the second magnet 88. The first magnet 86 is an annular magnet, and a plurality of magnetic poles are alternately arranged in the circumferential direction. The first magnet 86 is provided on the rotating body 44 or the crank arm 46 and is arranged coaxially with the rotating body 44. The second magnet 88 is attached to either the rotating body 44 or the left and right crank arms 46.

  The first sensor 76 is electrically connected to the control unit 72 by a cable. The first sensor 76 includes a first element 76A, a second element 76B, and a calculation unit 76C. The first sensor 76 gives a signal corresponding to the rotation speed of the rotating body 44 and a signal corresponding to the rotation angle of the rotating body 44 to the control unit 72. The first sensor 76 functions as a so-called cadence sensor. The first element 76A outputs a signal corresponding to a change in the magnetic field of the first magnet 86. The first element 76A detects the relative angular position of the crank 32 with respect to the frame 26 or the housing 62A of the motor 62. When the crank 32 rotates once, the first element 76A outputs a signal having an angle obtained by dividing 360 ° by the number of magnetic poles of the same polarity as one cycle. The second element 76 </ b> B detects the magnetic field of the second magnet 88. The second element 76B detects the reference angular position of the crank 32 with respect to the frame 26 or the housing 62A of the motor 62. The second element 76B outputs a signal with one rotation of the crankshaft as one cycle.

  The calculating unit 76C calculates the rotational speed RA of the rotating body 44 based on the output of at least one of the first element 76A and the second element 76B. The calculation unit 76 </ b> C transmits information representing the rotation speed RA of the rotating body 44 and information representing the rotation phase of the rotating body 44 to the control unit 72. That is, the first sensor 76 is shared with the third sensor 80 that outputs a signal corresponding to the phase of the crank 32. The minimum angle of the crank 32 that can be detected by the first sensor 76 is 180 degrees or less, preferably 15 degrees, and more preferably 6 degrees. The calculation unit 76C may be included in the control unit 72. The first sensor 76 and the third sensor 80 may be provided separately. The first sensor 76 may include only one of the first element 76A and the second element 76B. When the first sensor 76 includes only the first element 76A, the third sensor 80 is provided separately from the first sensor 76 and includes the same element as the second element 76B. The

  The second sensor 78 outputs a signal corresponding to the human power driving force T. The second sensor 78 detects a human driving force T applied to the crank 32 (see FIG. 1). The second sensor 78 may be provided between the rotating body 44 and the front sprocket 36 shown in FIG. 2, may be provided on the rotating body 44 or the front sprocket 36, and is provided on the crank arm 46 or the pedal 38. May be. The second sensor 78 can be realized by using, for example, a strain sensor, a magnetostrictive sensor, an optical sensor, a pressure sensor, and the like, and outputs a signal corresponding to the human driving force T applied to the crank arm 46 or the pedal 38. Any sensor can be used as long as it is a sensor.

  The fourth sensor 82 detects the rotational speed of the rear wheel 14 (see FIG. 1). The fourth sensor 82 is fixed to the frame 26 by bolts and nuts or bands. The fourth sensor 82 is electrically connected to the control unit 72 by a cable. The fourth sensor 82 includes an element 82A for detecting the magnetic field of the magnet 90 attached to the spoke 14B of the rear wheel 14 and a calculation unit 82B. The fourth sensor 82 is a so-called vehicle speed sensor. The element 82A outputs a signal in which one rotation of the rear wheel 14 (see FIG. 1) is one cycle. The calculation unit 82B calculates the rotational speed RA of the rear wheel 14 from the output of the element 82A, and outputs it to the control unit 72. Instead of the magnet 90, an annular magnet in which a plurality of magnetic poles are alternately arranged in the circumferential direction, such as the first magnet 86, may be attached to the hub and detected by the fourth sensor 82. In this case, the rotational speed of the rear wheel 14 can be detected more accurately.

  The shift state detection device 84 is electrically connected to the control unit 72 by a cable. The shift state detection device 84 detects the current shift state of the transmission mechanism 20. The shift state detection device 84 outputs information related to the shift positions of the transmissions 50A and 50B, that is, the gear ratio r. The shift state detection device 84 detects the displacement amount of the actuator 48 or the rotation angle of the predetermined positions of the transmissions 50A and 50B. The shift state detection device 84 is configured by a potentiometer or a detection device including a magnet and a magnetic sensor that detects the magnet.

  Control unit 72 includes an arithmetic processing unit 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 storage unit 74 stores various control programs and information used for various control processes. The storage unit 74 stores the outputs of the first sensor 76, the second sensor 78, the third sensor 80, the fourth sensor 82, and the shift state detection device 84.

  The control unit 72 controls the motor 62 and the speed change mechanism 20. The control unit 72 controls the motor 62 based on the signal output from the second sensor 78. The controller 72 controls the motor 62 based on the human power driving force T. The control unit 72 supplies power to the motor 62 by controlling the drive circuit 64 based on a map or a calculation formula showing the relationship between the human driving force T and the output TM of the motor 62 stored in the storage unit 74. Drive circuit 64 includes an inverter circuit. The control unit 72 controls the transmission mechanism 20 based on the transmission signal from the operation unit 22. When the upshift signal is input from the operation unit 22, the control unit 72 supplies power to at least one actuator 48 of the first transmission 50A and the second transmission 50B so that the gear ratio r is increased. Then, the transmission 50 is operated. The control unit 72 supplies power to at least one actuator 48 of the first transmission 50A or the second transmission 50B so that the gear ratio r becomes small when a downshift signal is input from the operation unit 22. Then, the transmission 50 is operated.

  The controller 72 calculates an estimated value RX of the rotational speed RA of the rear wheel 14 based on the rotational speed CA of the rotating body 44. The controller 72 calculates the estimated value RX by multiplying the rotational speed CA of the rotating body 44 by the speed ratio r at that time.

  The control unit 72 calculates the angular acceleration DC of the rotating body 44. The angular acceleration DC is an acceleration when the rotating body 44 is rotated forward. The forward rotation of the rotating body 44 is equal to the rotation direction of the rotating body 44 when the bicycle 10 moves forward. For example, the control unit 72 may calculate the angular acceleration DC by differentiating the rotational speed CA of the rotating body 44, and calculate a change amount of the rotational speed CA of the rotating body 44 over a predetermined time as the angular acceleration DC. Also good.

  The control unit 72 calculates the angular acceleration DR of the rear wheel 14. The angular acceleration DR is an acceleration when the rear wheel 14 is rotated forward. The forward rotation of the rear wheel 14 is equal to the rotation direction of the rear wheel 14 when the bicycle 10 moves forward. For example, the control unit 72 may calculate the angular acceleration DR by differentiating the rotational speed RA of the rear wheel 14, and may calculate the amount of change in the rotational speed RA of the rear wheel 14 over a predetermined time as the angular acceleration DR. Also good.

  The control unit 72 controls the motor 62 based on the signal output from the first sensor 76. In one example, the control unit 72 detects the idling and slip of the rear wheel 14 based on the outputs of the first sensor 76, the second sensor 78, and the third sensor 80, and decreases the output TM of the motor 62. The first control is executed. Specifically, the control unit 72 detects idling and slip of the rear wheel 14 based on the angular acceleration DC, the reduction amount DT of the human driving force T, and the angular acceleration DR, and reduces the output TM of the motor 62. .

  In the first control, when the angular acceleration DC is equal to or greater than the first predetermined value DCX and the decrease amount DT per unit time of the human driving force T is equal to or greater than the second predetermined value DTX, The output TM of the motor 62 is reduced. The controller 72 controls the motor 62 based on the rotational speed RA of the rear wheel 14 and the rotational speed CA of the crank 32 when reducing the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44. . The control unit 72 reduces the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44 when the speed change mechanism 20 is not operating so as to reduce the speed ratio r of the bicycle 10.

  Further, the control unit 72 stops the control for reducing the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44 based on the rotational speed of the rear wheel 14. The control unit 72 controls the output TM of the motor 62 to be reduced based on the angular acceleration DC of the rotating body 44 based on the rotational speed CA of the rotating body 44 before the angular acceleration DC becomes equal to or greater than the first predetermined value DCX. To stop.

  With reference to FIG. 4, the 1st control performed by the control part 72 is demonstrated. This process is repeatedly executed at predetermined intervals while the control device 70 is powered on.

  In step S11, the controller 72 determines whether or not the reduction amount DT of the human power driving force T is equal to or smaller than a second predetermined value DTX. When the reduction amount DT of the human power driving force T is equal to or smaller than the second predetermined value DTX, that is, when it is determined that the human power driving force T has sharply decreased, the control unit 72 proceeds to step S12. When the reduction amount DT of the human driving force T is greater than the second predetermined value DTX, the control unit 72 executes the determination process in step S11 again after a predetermined period. For example, −15 Newton meter / 50 milliseconds is used as the second predetermined value DTX. The second predetermined value DTX can be changed by connecting an external computer to the control device 70.

  In step S12, the controller 72 determines whether or not the angular acceleration DC of the rotating body 44 is equal to or greater than a first predetermined value DCX. When the angular acceleration DC of the rotating body 44 is greater than or equal to the first predetermined value DCX, that is, when it is determined that the rotational speed CA of the rotating body 44 has increased sharply, the control unit 72 proceeds to step S13. When the angular acceleration DC of the rotating body 44 is less than the first predetermined value DCX, the control unit 72 executes the determination process in step S11 again after a predetermined period. As the first predetermined value DCX, for example, 30 rotations / 50 milliseconds of the rotating body 44 is used. The first predetermined value DCX can be changed by connecting an external computer to the control device 70.

  In step S13, the controller 72 determines whether or not the angular acceleration DR of the rear wheel 14 is equal to or greater than a fourth predetermined value DRX. When the angular acceleration DR of the rear wheel 14 is equal to or higher than the fourth predetermined value DRX, that is, when it is determined that the rotational speed RA of the rear wheel 14 has sharply increased, the control unit 72 proceeds to step S14. When the angular acceleration DR of the rear wheel 14 is less than the fourth predetermined value DRX, the control unit 72 executes the determination process in step S11 again after a predetermined period. As the fourth predetermined value DRX, for example, a value corresponding to a 200% increase in the rotational speed RA of the rear wheel 14 in 50 milliseconds is used. The fourth predetermined value DRX can be changed by connecting an external computer to the control device 70.

  In step S14, the controller 72 determines whether or not the operation for reducing the speed ratio r is in progress. When the downshift is performed, when the conditions such as the traveling load are the same, the manpower driving force T decreases and the rotational speed CA of the rotating body 44 increases. For this reason, in step S14, it is determined whether or not the determination results in steps S11 and S12 are due to the operation of reducing the speed ratio r. If the control unit 72 determines that the operation to reduce the speed ratio r is not in progress, the control unit 72 proceeds to step S15. When it is determined that the operation to reduce the speed ratio r is being performed, the control unit 72 executes the determination process in step S11 again after a predetermined period.

  In step S15, the controller 72 determines whether or not the estimated value RX is less than the rotational speed RA of the rear wheel 14. When the rear wheel 14 is in contact with the ground in the state where the operation for reducing the speed ratio r is not performed, the estimated value RX and the rotational speed RA substantially coincide with each other. On the other hand, when the rear wheel 14 is not in contact with the ground in the state where the operation for reducing the speed ratio r is not performed, the estimated value RX becomes less than the rotational speed RA. For this reason, the control unit 72 determines whether or not the estimated value RX is less than the rotational speed RA of the rear wheel 14, so that the rear wheel 14 is in contact with the ground or the rear wheel 14 is in contact with the ground. Judge whether it is not idle.

  When the estimated value RX is less than the rotational speed RA of the rear wheel 14, the control unit 72 proceeds to step S16, determines that the rear wheel 14 of the bicycle 10 is idling, and proceeds to step S17. The control unit 72 acquires the rotational speed RA of the rear wheel 14 immediately before determining the idling state from the storage unit 74 in step S17 as the target value RY, and proceeds to step S18. As the target value RY, for example, the rotational speed RA of the rear wheel 14 is selected a predetermined time before the angular acceleration DC of the rotating body 44 becomes the first predetermined value DCX. The predetermined time is, for example, 0.1 to 1 second. The target value RY may be, for example, an average value of the rotational speed RA of the rear wheel 14 a predetermined time before the angular acceleration DC of the rotating body 44 becomes the first predetermined value DCX. The average value of the rotational speed RA of the rear wheel 14 is an average value of a predetermined time. The predetermined time is, for example, 1 to 5 seconds.

  The controller 72 executes the rotational speed control of the motor 62 in step S18, and proceeds to step S19. The controller 72 reduces the output TM of the motor 62 or stops driving in step S18.

  The controller 72 determines whether or not the estimated value RX has become equal to or less than the target value RY in step S19. When the estimated value RX is larger than the target value RY, the control unit 72 returns to step S18. When the estimated value RX becomes equal to or smaller than the target value RY in step S19, the control unit 72 proceeds to step S20, ends the rotational speed control of the motor 62 executed in step S18, and ends this process. The control unit 72 continues the rotation speed control of the motor 62 until the estimated value RX reaches the target value RY by the processes of steps S18 to S20.

  In step S15, when the estimated value RX is equal to or higher than the rotational speed RA of the rear wheel 14, the control unit 72 proceeds to step S20, determines that the rear wheel 14 of the bicycle 10 is in the slip state, and proceeds to step S21. The control unit 72 acquires the rotational speed RA of the rear wheel 14 immediately before determining the slip state from the storage unit 74 in step S21, and proceeds to step S22. In step S22, the control unit 72 executes the rotational speed control of the motor 62 at the time of slip, and proceeds to step S23. In step S22, the controller 72 reduces the output TM of the motor 62 or stops driving.

  When the rotational speed RA of the rear wheel 14 is greater than the estimated value RX of the rotational speed RA of the rear wheel 14 calculated based on the rotational speed CA of the rotating body 44 and the speed ratio r of the bicycle 10, the control unit 72 It is preferable that the output TM of the motor 62 is greatly reduced compared to when the rotational speed RA of the rear wheel 14 is equal to or less than the estimated value RX. For this reason, when the conditions other than the comparison result between the rotational speed RA of the rear wheel 14 and the estimated value RX are the same, the output TM of the motor 62 in step S23 is more than the output TM of the motor 62 in step S18. large.

  The controller 72 determines whether or not the estimated value RX has become equal to or less than the target value RY in step S23. When the estimated value RX is larger than the target value RY, the control unit 72 returns to step S22. When the estimated value RX becomes equal to or smaller than the target value RY in step S24, the control unit 72 proceeds to step S20, ends the rotational speed control of the motor 62 executed in step S22, and ends this process. The control unit 72 continues the rotation speed control of the motor 62 until the estimated value RX reaches the target value RY by the processes of step S22, step S23, and step S20.

According to the bicycle drive device 60, the following operations and effects can be obtained.
The control unit 72 reduces the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44. For this reason, since the output TM of the motor 62 decreases when the rear wheel 14 slips or slips, the stability of the behavior of the bicycle 10 is improved.

  The controller 72 causes the motor 62 to perform a braking operation when reducing the output TM of the motor 62 in the first control. For this reason, when the slip or idling of the rear wheel 14 occurs, the rotational speed RA of the rear wheel 14 can be quickly reduced to an appropriate speed.

  The controller 72 reduces the output TM of the motor 62 based on the output of the second sensor 78. For this reason, compared with the case where the slip or idling of the rear wheel 14 is detected based only on the angular acceleration DC of the rotating body 44, the detection accuracy of the slip or idling of the rear wheel 14 can be improved.

  The controller 72 controls the motor 62 based on the rotational speed RA of the rear wheel 14 and the rotational speed RA of the crank 32 when the output TM of the motor 62 is reduced based on the angular acceleration DC of the rotating body 44. . By comparing the rotational speed RA of the rear wheel 14 with the rotational speed RA of the crank 32, it is possible to determine whether the rear wheel 14 is idling or slipping, and thus suitable for idling and slipping of the rear wheel 14. The output TM of the motor 62 can be controlled.

  It is assumed that the rear wheel 14 is away from the ground when the rear wheel 14 is idling. For this reason, the higher the rotational speed RA of the rear wheel 14, the more unstable the behavior of the bicycle 10 when the rear wheel 14 comes into contact with the ground. The controller 72 can greatly reduce the output TM of the motor 62 when the rotational speed RA of the rear wheel 14 is greater than the estimated value RX than when the rotational speed RA of the rear wheel 14 is less than or equal to the estimated value RX. . For this reason, the behavior of the bicycle 10 can be appropriately stabilized when the rear wheel 14 is idling.

  The controller 72 does not decrease the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44 when the operation of reducing the speed ratio r is being performed. For this reason, it is possible to reduce the possibility of erroneously detecting an increase in the rotational speed RA of the rear wheel 14 due to the reduction in the gear ratio r as a slip or idling of the rear wheel 14.

(Second Embodiment)
With reference to FIG. 5 and FIG. 6, the bicycle drive device 60 of the second embodiment will be described. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the description is abbreviate | omitted. The bicycle driving device 60 of the second embodiment has the same configuration as the bicycle driving device 60 of the first embodiment, and the control executed by the control unit 72 is different.

  As shown in FIG. 5, the bicycle 10 is equipped with a braking device 92 that brakes the rear wheel 14. The braking device 92 includes a brake mechanism 94 and an actuator 96. The control unit 72 controls the brake mechanism 94 via the actuator 96. The brake mechanism 94 may be either a rim brake mechanism or a disc brake mechanism. Actuator 96 includes, for example, an electric motor, a solenoid, and the like.

With reference to FIG. 6, the 2nd control performed by the control part 72 is demonstrated.
The control unit 72 causes the braking device 92 to brake the rear wheel 14 when the output TM of the motor 62 is reduced based on the angular acceleration DC of the rotating body 44. In the second control, the control unit 72 executes the process of step S31 instead of the process of step S18 of the first control of the first embodiment, and executes the process of step S32 instead of the process of step S23. Instead of the process of step S20, the process of step S33 is executed.

  The control unit 72 executes brake control in step S31, and proceeds to step S19. The controller 72 operates the brake mechanism 94 in step S31 to reduce the rotational speed of the rear wheel 14. When determining that the estimated value RX has reached the target value RY in Step S19, the control unit 72 ends the brake control in Step S33.

  The control unit 72 executes brake control in step S32, and proceeds to step S24. The controller 72 operates the brake mechanism 94 in step S32 to reduce the rotational speed of the rear wheel 14. When determining that the estimated value RX has reached the target value RY in Step S24, the control unit 72 ends the brake control in Step S33.

When the rotational speed RA of the rear wheel 14 is greater than the estimated value RX of the rotational speed RA of the rear wheel 14 calculated based on the rotational speed CA of the rotating body 44 and the speed ratio r of the bicycle 10, the control unit 72 The braking force of the brake mechanism 94 is made larger than when the rotational speed RA of the rear wheel 14 is equal to or less than the estimated value RX.
According to the bicycle drive device 60 of the second embodiment, in addition to the effects according to the first embodiment, the following operations and effects can be obtained.

  Since the rotation speed of the rear wheel 14 is controlled using the brake mechanism 94, the time for the rotation speed RA of the rear wheel 14 to reach the target value RY rather than controlling only the motor 62 to control the rotation speed of the rear wheel 14. Can be shortened.

(Third embodiment)
With reference to FIGS. 7 and 8, a bicycle drive device 60 according to a third embodiment will be described. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the description is abbreviate | omitted. The bicycle drive device 60 of the third embodiment has the same configuration as the bicycle drive device 60 of the first embodiment, and the control executed by the control unit 72 is different.

  The control unit 72 reduces the output TM of the motor 62 according to the phase of the crank 32. The control unit 72 controls the motor 62 based on a signal output from the third sensor 80. The controller 72 reduces the output TM of the motor 62 based on the phase of the crank 32 when the angular acceleration DC becomes equal to or greater than the first predetermined value DCX. When the control unit 72 decreases the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44, the control unit 72 detects that the crank 32 has a phase higher than that at the top dead center or the bottom dead center. When the phase is at a phase corresponding to an intermediate position between the top dead center and the bottom dead center, the motor 62 is controlled so that the output TM of the motor 62 is greatly reduced.

  The control unit 72 executes the process shown in FIG. 7 in step S18 of FIG. The control unit 72 acquires the phase GX of the crank 32 when the angular acceleration DC becomes equal to or greater than the first predetermined value DCX in step S41, and proceeds to step S42. In step S42, the controller 72 sets the output TM of the motor 62 based on the phase GX of the crank 32. Specifically, the control unit 72 corresponds to the intermediate position between the top dead center and the bottom dead center, compared to when the crank 32 is in the phase corresponding to the top dead center or the bottom dead center. The output TM of the motor 62 is set so that the output TM of the motor 62 is greatly reduced when the phase is in the phase. The controller 72 reduces the output TM of the motor 62 in accordance with the output TM of the motor 62 set in step S42.

  The control unit 72 executes the process shown in FIG. 8 in step S23 of FIG. The control unit 72 obtains the phase GX of the crank 32 when the angular acceleration DC becomes equal to or greater than the first predetermined value DCX in step S43, and proceeds to step S44. In step S44, the controller 72 sets the output TM of the motor 62 based on the phase GX of the crank 32. Specifically, the control unit 72 corresponds to the intermediate position between the top dead center and the bottom dead center, compared to when the crank 32 is in the phase corresponding to the top dead center or the bottom dead center. The output TM of the motor 62 is set so that the output TM of the motor 62 is greatly reduced when the phase is in the phase. The control unit 72 reduces the output TM of the motor 62 according to the output TM of the motor 62 set in step S44.

According to the bicycle drive device 60 of the third embodiment, in addition to the effects according to the first embodiment, the following operations and effects can be obtained.
When the phase of the crank 32 is at an intermediate position between the top dead center and the bottom dead center, the human power driving force T increases. For this reason, the output of the motor 62 to which the assist force is set based on the human power driving force T is also increased. When the control unit 72 decreases the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44, the control unit 72 detects that the crank 32 has a phase higher than that at the top dead center or the bottom dead center. When the phase is at a phase corresponding to an intermediate position between the top dead center and the bottom dead center, the motor 62 is controlled so that the output TM of the motor 62 is greatly reduced. For this reason, when the output TM of the motor 62 before reducing the output is large, the output TM of the motor 62 can be appropriately reduced.

(Fourth embodiment)
A bicycle control device 70 according to the fourth embodiment will be described with reference to FIGS. 3, 4, and 9. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the description is abbreviate | omitted. The bicycle control device of the fourth embodiment has the same configuration as the bicycle control device 70 of the first embodiment, and the control executed by the control unit 72 is different. In the present embodiment, a one-way clutch is not provided in the power transmission path between the motor 62 and the rotating body 44.

  The bicycle 10 includes a first power transmission path 18A and a second power transmission path 18B. The first power transmission path 18 </ b> A includes the pedals 38 of the human power driving force to the rear wheels 14. The pedal 38 includes an input unit for human driving force. In one example, the first power transmission path 18A includes the pedal 38, the crank arm 46, the first rotating body 44A, the speed change mechanism 20, and the rear wheel 14. The first rotating body 44A includes a crankshaft. The second power transmission path 18 </ b> B includes the motor 62 that assists the manual driving force to the rear wheel 14. In one example, the second power transmission path 18B includes a motor 62, a transmission mechanism 20, and the rear wheel 14. The second power transmission path 18B may include a speed reduction mechanism provided between the motor 62 and the first rotating body 44A.

  A control device 70 shown in FIG. 3 is a control device for the drive unit 100. The drive unit 100 can transmit the rotation of the crank 32 to the motor 62. The controller 72 controls the load by the motor 62 based on the angular acceleration DC of the first rotating body 44A included in the first power transmission path 18A. Specifically, in step S17 and step S22 of FIG. 4, the load amount of the motor 62 is calculated, and in step S18 and step S23, the output TM of the motor 62 is reduced to stop the assist by the motor 62, and the motor 62 The motor 62 is caused to perform a braking operation so that the 62 functions as a load. The controller 72 may discard the energy when the motor 62 is braked, but it is preferable to recover the energy to the battery 52 by performing a regenerative operation. In this case, the braking operation of the motor 62 when reducing the output TM of the motor based on the angular acceleration DC of the first rotating body 44A includes a regenerative operation. The controller 70 preferably controls the motor 62 in step S18 so that the load amount is larger than in step S23. According to the fourth embodiment, an effect according to the first embodiment can be obtained.

(Fifth embodiment)
A bicycle control device 70 according to the fifth embodiment will be described with reference to FIG. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the description is abbreviate | omitted. The bicycle control device 70 of the fifth embodiment has the same configuration as the bicycle control device 70 of the first embodiment, and the control executed by the control unit 72 is different.

  The control unit 72 controls the motor 62 according to the human power driving force T, and the response of the motor 62 to the change of the human power driving force T when the human power driving force T decreases according to the angular acceleration DC of the rotating body 44. Change the speed (hereinafter referred to as “response speed K”). When the crank 32 rotates toward the intermediate position between the top dead center and the bottom dead center from the position of the crank arm 46, that is, the phase of the crank 32 from the top dead center or the bottom dead center, the manual driving force T increases. When the crank 32 rotates from the intermediate position toward the top dead center or the bottom dead center, the manual driving force T decreases. The control unit 72 sets the response speed K when the human power driving force T decreases to be lower than the response speed K when the human power driving force T increases, so that the output of the motor 62 when the human power driving force T decreases. The fluctuation of the output TM of the motor 62 is reduced so that the TM does not easily decrease.

  The controller 72 increases the response speed K when the angular acceleration DC of the rotating body 44 is equal to or greater than the third predetermined value DCD. When the crank 32 rotates from the intermediate position toward the top dead center or the bottom dead center, the manual driving force T decreases, so that the response speed K when the manual driving force T decreases increases. As a result, the output TM of the motor 62 tends to decrease as the human driving force T decreases. The controller 72 decreases the output TM of the motor 62 by increasing the response speed K when the angular acceleration DC is such that the rear wheel 14 slips or slips when the human driving force T decreases. Can be made.

  When the crank arm 46 of the bicycle 10 passes the top dead center or the bottom dead center, the control unit 72 stops the control for reducing the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44. That is, the control unit 72 stops the process of increasing the response speed K when the change in the human driving force T is switched from the decrease to the increase.

The motor control executed by the control unit 72 will be described. The motor control is repeated at predetermined intervals when power is supplied to the control unit 72.
The controller 72 calculates the human power driving force T in step S51. Next, in step S52, the control unit 72 calculates the corrected driving force TX based on the human power driving force T, and proceeds to step S53. In step S52, for example, the control unit 72 calculates a corrected driving force TX corresponding to the human driving force T by using a primary low-pass filter. The first order low pass filter includes a time constant. For this reason, the corrected driving force TX delayed with respect to the change in the human driving force T is calculated according to the time constant.

  The control unit 72 determines whether or not the human driving force T is reduced in step S53. For example, the control unit 72 determines that the human power driving force T is decreased when the human power driving force T in the current calculation cycle is smaller than the human power driving force T in the previous calculation cycle.

  When it is determined in step S53 that the manpower driving force T is decreasing, the control unit 72 determines in step S54 whether the angular acceleration DC of the rotating body 44 is equal to or greater than a third predetermined value DCD. When the control unit 72 determines that the angular acceleration DC of the rotating body 44 is less than the third predetermined value DCD, the control unit 72 proceeds to step S55, and calculates the output TM of the motor 62 corresponding to the corrected driving force TX calculated in step S52. Then, the process proceeds to step S56. The controller 72 controls the motor 62 based on the output TM of the motor 62 in step S56, and executes the processing from step S51 again after a predetermined period.

  When the control unit 72 determines in step S54 that the angular acceleration DC of the rotating body 44 is equal to or greater than the third predetermined value DCD, the control unit 72 proceeds to step S57 and calculates the output TM of the motor 62 corresponding to the human power driving force T. The process proceeds to step S56. The controller 72 controls the motor 62 based on the output TM of the motor 62 in step S56, and executes the processing from step S51 again after a predetermined period. For this reason, when the angular acceleration DC of the rotating body 44 is equal to or greater than the third predetermined value DCD, the output TM of the motor 62 has a response speed K higher than that when the corrected driving force TX is used.

  When it is determined in step S53 that the manpower driving force T has not decreased, the control unit 72 determines in step S58 whether the manpower driving force T is greater than the correction driving force TX. When it is determined in step S58 that the manpower driving force T is greater than the correction driving force TX, the control unit 72 calculates the output TM of the motor 62 corresponding to the manpower driving force T in step S59, and proceeds to step S56. The controller 72 controls the motor 62 based on the output TM of the motor 62 in step S56, and executes the processing from step S51 again after a predetermined period.

  When it is determined in step S58 that the human driving force T is equal to or less than the corrected driving force TX, the control unit 72 calculates the output TM of the motor 62 corresponding to the corrected driving force TX in step S60, and proceeds to step S56. The controller 72 controls the motor 62 based on the output TM of the motor 62 in step S56, and executes the processing from step S51 again after a predetermined period. In other words, during the period when the human power driving force T is increasing, the motor 62 is controlled based on the larger one of the human power driving force T and the correction driving force TX. According to the fifth embodiment, an effect according to the first embodiment can be obtained.

(Modification)
The description regarding each said embodiment is an illustration of the form which the drive device for bicycles and the bicycle control apparatus according to this invention can take, It is not intending restrict | limiting the form. The bicycle drive device and the bicycle control device according to the present invention can take a form in which, for example, the modifications of the above-described embodiments described below and at least two modifications not contradicting each other are combined.

  The first control of the first embodiment can be changed to the third control shown in FIG. In the third control, the control unit 72 can stop the control for reducing the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44 according to a predetermined time. That is, the control unit 72 executes the process of step S25 shown in FIG. 11 instead of the process of step S19 of FIG. When it is determined that the predetermined time has elapsed since the execution of the motor rotation speed control in step S25, the control unit 72 proceeds to step S20 and changes the process to end the motor rotation speed control. Further, the control unit 72 executes the process of step S26 shown in FIG. 11 instead of the process of step S24 of FIG. When it is determined that the predetermined time has elapsed since the execution of the motor rotation speed control in step S26, the control unit 72 proceeds to step S20 and changes the process to end the motor rotation speed control. In this case, the rotation speed control of the motor is continued until a predetermined time elapses after the rotation speed control of the motor is executed in step S25 or step S26.

  In the first and second embodiments, the controller 72 may cause the motor 62 to perform a braking operation when reducing the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44. In this case, a one-way clutch is not provided in the power transmission path between the motor 62 and the rotating body 44. The braking operation includes a regenerative operation. In the rotational speed control of the motor 62 during idling, the control unit 72 reduces the output TM of the motor 62 and further causes the motor 62 to perform a braking operation to load the rotational force transmitted to the human power driving force transmission path 18. give. Further, in the rotational speed control of the motor 62 at the time of slip, the control unit 72 reduces the output TM of the motor 62 and further causes the motor 62 to perform a braking operation to transmit the rotational force transmitted to the human power driving force transmission path 18. Load. The controller 72 may discard the energy when the motor 62 is braked, but it is preferable to recover the energy to the battery 52 by performing a regenerative operation. The controller 70 preferably controls the motor 62 in step S18 so that the load is larger than in step S23.

In the second embodiment, the motor 62 can be omitted from the bicycle 10.
-In 2nd Embodiment, the control part 72 performs control of the motor 62 similar to step S18 or step S23 of 1st control in addition to brake control in each step S31 and S32 of 2nd control. Also good.

  -In 4th Embodiment, the control part 72 is a motor based on not the angular acceleration DC of the 1st rotary body 44A but the angular acceleration DC of the 2nd rotary body contained in the 2nd power transmission path 18B. The load by 62 can also be controlled. The second rotating body is selected from the motor 62, the front sprocket 36, the chain 42, the rear sprocket 40, and the rear wheel 14. When the second power transmission path 18B includes a speed reduction mechanism provided between the motor 62 and the first rotating body 44A, the second rotating body is selected from a plurality of rotating bodies constituting the speed reducing mechanism. You can also. In this case, the first sensor 76 outputs a signal corresponding to the rotational speed of the second rotating body, but the detection target is only changed from the first rotating body 44A to the second rotating body, There is no change in the configuration of the first sensor 76 itself.

  In each embodiment, when the control unit 72 decreases the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44 and the first rotating body 44A, the control unit 72 may decrease the output TM of the motor 62 stepwise. it can. Specifically, the output of the motor 62 until the estimated value RX reaches the target value RY in steps S18, S19, steps S23, S24 in FIG. 4, steps S18, S31, and steps S23, S32 in FIG. Reduce TM step by step.

  In each embodiment, the control unit 72 outputs the motor 62 based on the angular acceleration DC of the rotating body 44 based on the rotational speed RA of the rear wheel 14 before the angular acceleration DC becomes equal to or greater than the first predetermined value DCX. It is also possible to stop the control for reducing the TM. Specifically, when the angular acceleration DC reaches the rotational speed RA of the rear wheel 14 before the angular acceleration DC becomes equal to or higher than the first predetermined value DCX in steps S19 and S24 in FIG. 4, the rotational speed control of the motor 62 is performed in step S20. Exit. In steps S31 and S32 in FIG. 6, when the angular acceleration DC reaches the rotational speed RA of the rear wheel 14 before the first predetermined value DCX or more, the brake control is terminated in step S33.

  In each embodiment, the transmission 50 may be provided in the power transmission path between the crankshaft and the front sprocket 36 or the rear wheel 14 as long as the speed ratio r can be changed. Such a transmission 50 includes, for example, a planetary gear mechanism. When the transmission 50 is provided in the power transmission path between the crankshaft and the front sprocket 36, the transmission 50 can be realized by an internal transmission. When the transmission 50 is provided on the rear wheel 14, the transmission 50 can be realized by an internal transmission. The planetary gear mechanism may be changed to a planetary roller mechanism. The internal transmission may change the gear ratio r by changing the coupling state of the gears of the planetary gear mechanism, and the difference in changing the gear ratio r by rotating the gears of the planetary gear mechanism by a motor. A moving planetary gear mechanism may be used.

  In the above modification, the second transmission 50B can be changed to an internal transmission provided in a power transmission path between the crankshaft and the front sprocket 36. Further, the first transmission 50 </ b> A may be an internal transmission provided on the rear wheel 14.

  In each embodiment, the rotating bodies 44 and 44A can be changed to include any of the pedal 38, the crank arm 46, the front sprocket 36, the chain 42, and the rear sprocket 40. The rotating bodies 44 and 44A may be a pedal shaft or a pedal body. In this case, the first sensor detects the angular acceleration of the pedal body relative to the pedal axis and the angular acceleration of the pedal body relative to the pedal axis. Further, in a bicycle including an internal transmission around the axle 14A of the rear wheel 14, the rotating body 44 can be changed to a rotating body included in the internal transmission. In short, any rotating body can be used as the rotating bodies 44 and 44A as long as the rotating body is included between the input portion where the human driving force is input and the connecting portion with the rear wheel 14.

  In each embodiment, the control unit 72 calculates the running resistance of the bicycle 10 based on the rotation speed RA of the rear wheel 14, the rotation speed of the crankshaft, and the manpower driving force T, and changes in the running resistance per unit time Based on the amount, it can be determined that the rear wheel 14 is slipping or slipping. The running resistance can be obtained by subtracting the amount of exercise input to the bicycle 10 from the amount of exercise output by the bicycle 10. The amount of exercise output by the bicycle 10 can be calculated based on the rotational speed RA of the rear wheel 14 and the weight of the bicycle 10 and the rider. The amount of exercise input to the bicycle 10 can be calculated based on the manpower driving force T and the rotational speed of the crankshaft. When the running resistance changes abruptly, for example, when the amount of change in running resistance per unit time is larger than a predetermined value, there is a high possibility that the rear wheel 14 is slipping or idling. The control unit 72 may determine whether or not the amount of change per unit time of the running resistance of the bicycle 10 is greater than a predetermined value in addition to the processing of Steps S11 to S14, or Steps S11 to S14. Instead of the above process, it may be determined whether or not the amount of change in running resistance per unit time is greater than a predetermined value.

  -The 1st control of 1st Embodiment can also be changed into the 4th control shown in FIG. In the fourth control, steps S11 and S13 to S19 in FIG. 4 are omitted. The controller 72 reduces the output TM of the motor 62 when the angular acceleration DC of the rotating body 44 is equal to or greater than the first predetermined value DCX. In the fourth control, the motor 62 may be operated as a load as in the fourth embodiment. The first predetermined value DCX may be selected to a value that the rear wheel 14 is considered not to slip. In this case, the output TM of the motor 62 is reduced before the slip, or the motor 62 is caused to function as a load, so that the rear wheel 14 is less likely to slip.

  -The 2nd control of 2nd Embodiment can also be changed into the 5th control shown in FIG. In this control, steps S11, S13 to S17, S21, S31, and S19 in FIG. 6 are omitted. When the angular acceleration DC of the rotator 44 becomes equal to or greater than the first predetermined value DCX, the control unit 72 brakes the rear wheel 14 by the braking device 92. In the second control and the fourth control, the motor 62 may be operated as a load as in the fourth embodiment. The first predetermined value DCX may be selected to a value that the rear wheel 14 is considered not to slip. In this case, the output TM of the motor 62 is reduced before the slip, or the motor 62 is caused to function as a load, so that the rear wheel 14 is less likely to slip.

  In the first control of FIG. 4, at least one of steps S11, S13, S14, S16, and S21 may be omitted. In the first control of FIG. 4, the processes of steps S15 to S19 and S21 may be omitted. In the first control of FIG. 4, the processes of steps S11, S13, S14, S16, and S21 and the processes of steps S15 to S19 and S21 can be arbitrarily omitted. When a step is omitted, a sensor for acquiring information necessary for processing of the omitted step can be omitted.

  In the second control of FIG. 6, at least one of steps S11, S13, S14, S16, and S21 may be omitted. In the second control of FIG. 6, the processes of steps S15 to S17, S31, S19, and S21 may be omitted. In the second control of FIG. 6, the processes of steps S11, S13, S14, S16, and S21 and the processes of steps S15 to S17, S31, S19, and S21 can be arbitrarily omitted. When a step is omitted, a sensor for acquiring information necessary for processing of the omitted step can be omitted.

  In the first, third, and fourth embodiments, the control unit 72 causes the motor 62 to reduce the output or function as a load until the rotational speed RA of the rear wheel 14 reaches the target value RY. Instead, the output TM of the motor 62 may be reduced for a predetermined time, or the motor 62 may function as a load. In the second embodiment, the control unit 72 operates the brake mechanism 94 until the rotational speed RA of the rear wheel 14 reaches the target value RY. Alternatively, the control unit 72 may operate the brake mechanism 94 for a predetermined time. Good.

  -The motor control of 5th Embodiment can also be changed into the motor control shown in FIG. In this control, the control unit 72 stops the control for reducing the output TM of the motor 62 based on the angular acceleration DC of the rotating body 44 according to a predetermined time. After increasing the response speed K, the control unit 72 stops the control to increase the response speed K when a predetermined period has elapsed. Specifically, when the controller 72 determines in step S53 that the human driving force T has decreased, it determines in step S54 whether or not the angular acceleration DC of the rotating body 44 is equal to or greater than a third predetermined value DCD. To do. When the control unit 72 determines that the angular acceleration DC of the rotating body 44 is less than the third predetermined value DCD, the control unit 72 proceeds to step S55 and calculates the output TM of the motor 62 corresponding to the corrected driving force TX calculated in step S52. Then, the process proceeds to step S56. The controller 72 controls the motor 62 based on the output TM of the motor 62 in step S56, and executes the processing from step S51 again after a predetermined period. When the control unit 72 determines in step S54 that the angular acceleration DC of the rotating body 44 is equal to or greater than the third predetermined value DCD, the control unit 72 proceeds to step S57 and calculates the output TM of the motor 62 corresponding to the human power driving force T. The process proceeds to step S61. In step S61, the controller 72 controls the motor 62 based on the output TM of the motor 62, and proceeds to step S62. The controller 72 determines whether or not a predetermined period has elapsed since the start of the control for reducing the output of the motor 62 based on the angular acceleration DC of the rotating body 44 in step S62. For example, the control unit 72 determines whether or not the duration of the positive determination in step S54 exceeds a predetermined period. When the predetermined period has elapsed in step S62, the control unit 72 executes the processing from step S51 again after a predetermined period. When the predetermined period has not elapsed in step S62, the controller 72 calculates the human power driving force T in step S63, and repeats the processing from step S57 again. That is, the control unit 72 maintains the state where the response speed K is high until a predetermined period elapses after the response speed K is increased. When a predetermined period has elapsed after increasing the response speed K, the control unit 72 returns the response speed K to the response speed K when the rear wheel 14 is not slipping or idling.

  The motor control of the modification shown in FIG. 14 can be changed to the motor control shown in FIG. In this control, after increasing the response speed K, the control unit 72 stops the control to increase the response speed K when the crank arm 46 of the bicycle 10 passes the top dead center or the bottom dead center. Specifically, when the controller 72 determines in step S53 that the human driving force T has decreased, it determines in step S54 whether or not the angular acceleration DC of the rotating body 44 is equal to or greater than a third predetermined value DCD. To do. When the control unit 72 determines that the angular acceleration DC of the rotating body 44 is less than the third predetermined value DCD, the control unit 72 proceeds to step S55 and calculates the output TM of the motor 62 corresponding to the corrected driving force TX calculated in step S52. Then, the process proceeds to step S56. The controller 72 controls the motor 62 based on the output TM of the motor 62 in step S56, and executes the processing from step S51 again after a predetermined period. When the control unit 72 determines in step S54 that the angular acceleration DC of the rotating body 44 is equal to or greater than the third predetermined value DCD, the control unit 72 proceeds to step S57 and calculates the output TM of the motor 62 corresponding to the human power driving force T. The process proceeds to step S61. In step S61, the controller 72 controls the motor 62 based on the output TM of the motor 62, and proceeds to step S64. In step S64, the controller 72 determines whether or not the crank arm 46 has passed the top dead center or the bottom dead center. When the crank arm 46 passes the top dead center or the bottom dead center in step S64, the control unit 72 executes the processing from step S51 again after a predetermined period. When the crank arm 46 does not pass the top dead center or the bottom dead center in step S64, the control unit 72 calculates the human driving force T in step S63, and repeats the processing from step S57 again. That is, the control unit 72 maintains the high response speed K until the crank arm 46 passes the top dead center or the bottom dead center after increasing the response speed K. When the crank arm 46 passes the top dead center or the bottom dead center after increasing the response speed K, the control unit 72 returns the response speed K to the response speed K when the rear wheel 14 is not slipped or idling. .

  The motor control of the modification shown in FIG. 14 can be changed to the motor control shown in FIG. In this control, the control unit 72 stops the control for reducing the output of the motor 62 based on the angular acceleration DC of the rotating body 44 when the human driving force T becomes equal to or greater than the predetermined driving force TA. Specifically, when the controller 72 determines in step S53 that the human driving force T has decreased, it determines in step S54 whether or not the angular acceleration DC of the rotating body 44 is equal to or greater than a third predetermined value DCD. To do. When the control unit 72 determines that the angular acceleration DC of the rotating body 44 is less than the third predetermined value DCD, the control unit 72 proceeds to step S55 and calculates the output TM of the motor 62 corresponding to the corrected driving force TX calculated in step S52. Then, the process proceeds to step S56. The controller 72 controls the motor 62 based on the output TM of the motor 62 in step S56, and executes the processing from step S51 again after a predetermined period. When the control unit 72 determines in step S54 that the angular acceleration DC of the rotating body 44 is equal to or greater than the third predetermined value DCD, the control unit 72 proceeds to step S57 and calculates the output TM of the motor 62 corresponding to the human power driving force T. The process proceeds to step S61. In step S61, the controller 72 controls the motor 62 based on the output TM of the motor 62, and the process proceeds to step S65. The controller 72 determines whether or not the human driving force T has become equal to or greater than a predetermined driving force TA in step S65. When the human driving force T becomes equal to or greater than the predetermined driving force TA in step S65, the control unit 72 executes the processing from step S51 again after a predetermined period. When the human driving force T is not greater than or equal to the predetermined driving force TA in step S65, the controller 72 calculates the human driving force T in step S63 and repeats the processing from step S57 again. That is, the control unit 72 maintains the high response speed K until the human driving force T becomes equal to or higher than the predetermined driving force TA after increasing the response speed K. When the manpower driving force T becomes equal to or higher than the predetermined driving force TA after increasing the response speed K, the control unit 72 returns the response speed K to the response speed K when the rear wheel 14 is not slipped or idling. .

  -The motor control of 5th Embodiment can also be changed into the motor control shown in FIG. In this control, the control unit 72 increases the response speed K of the motor 62 with respect to the change in the human driving force T when the rear wheel 14 of the bicycle slips or idles and when the human driving force T decreases. . Specifically, when it is determined in step S53 that the manpower driving force T is decreasing, the control unit 72 determines whether or not the rear wheel 14 is slipping or idling in step S66. When determining that the rear wheel 14 is not slipping or idling, the control unit 72 proceeds to step S55, calculates the output TM of the motor 62 corresponding to the corrected driving force TX calculated in step S52, and proceeds to step S56. Transition. The controller 72 controls the motor 62 based on the output TM of the motor 62 in step S56, and executes the processing from step S51 again after a predetermined period. When it is determined in step S66 that the rear wheel 14 is slipping or idling, the control unit 72 proceeds to step S57, calculates the output TM of the motor 62 corresponding to the human driving force T, and proceeds to step S56. . The controller 72 controls the motor 62 based on the output TM of the motor 62 in step S56, and executes the processing from step S51 again after a predetermined period. Therefore, when the rear wheel 14 of the bicycle slips or slips, the response speed K of the motor 62 with respect to the change in the human driving force T when the human driving force T decreases increases, so the output of the motor 62 decreases. It becomes easy. In step S53, the determination of slip or idling of the rear wheel 14 may use the angular acceleration DC of the rotating body 44, the rotational speed of the rear wheel 14, or the load applied to the rear wheel 14. . Further, it is possible to determine the slip or idling of the rear wheel 14 based on the difference in rotational speed between the front wheel 12 and the rear wheel 14. In short, any configuration can be adopted as long as it can determine whether the rear wheel 14 slips or slips.

  In the fifth embodiment, when the angular acceleration DC of the rotating body 44 is determined to be equal to or greater than the third predetermined value DCD, the response speed K can be increased by reducing the time constant. When the time constant is “0”, the output of the motor 62 is equal to the case where the output TM of the motor 62 corresponding to the human driving force T is calculated.

  In each embodiment, the control unit 72 controls the motor 62 according to the human power driving force T, and repeatedly increases or decreases the output TM of the motor 62 according to the angular acceleration DC of the rotating body 44, thereby outputting the motor 62. TM can also be lowered. FIG. 18 is a timing chart showing how the output TM of the motor 62 is increased or decreased. The time t10 in FIG. 18 corresponds to the time at which the execution of the rotational speed control of the motor is started based on the fact that the angular acceleration DC of the rotating body 44 is equal to or higher than the first predetermined value DCX in the first embodiment. To do. At time t10 in FIG. 18, in the fifth embodiment, the motor output TM corresponding to the manpower driving force T based on the fact that the angular acceleration DC of the rotating body 44 is equal to or greater than the third predetermined value DCD. The time when control 62 is started is shown. After time t10, the control unit 72 switches the output TM of the motor 62 between a state in which the output TM of the motor 62 corresponds to the human power driving force T and a state in which the driving of the motor 62 is stopped at predetermined intervals. Repeated increase and decrease. In the fifth embodiment, the control unit 72 increases or decreases the output TM of the motor 62 by switching the output TM of the motor 62 between a state corresponding to the correction driving force TX and a state corresponding to the human driving force T every predetermined cycle. May be repeated.

  In the above-described modification, the control unit 72 repeats the control for stopping the driving of the motor 62 and the control for driving the motor 62 with the output TM of the motor 62 corresponding to the human driving force T. The increase and decrease can be repeated.

In each embodiment, the bicycle drive device 60 may include a speed reduction mechanism provided between the motor 62 and the rotating bodies 44 and 44A.
The bicycle control device 70 of each embodiment can also be applied to the control of a bicycle drive device that drives the front wheels 12, and in this case, the drive wheels are front wheels.

  In each embodiment, the speed change mechanism 20 can be omitted. In this case, the control unit 72 of the first to third embodiments omits the process of step S14 in the first and second controls.

(Appendix)
A control device for a braking device for braking the drive wheel,
Acceleration of the first rotating body included in the first power transmission path from the input section of the human driving force to the driving wheel, or included in the second power transmission path from the motor assisting the human driving power to the driving wheel The bicycle control device includes a control unit that causes the braking device to brake the drive wheel based on the acceleration of the second rotating body.

  DESCRIPTION OF SYMBOLS 10 ... Bicycle, 14 ... Rear wheel (drive wheel), 18 ... Human power drive force transmission path, 32 ... Crank, 44 ... Rotating body (crankshaft), 36 ... Front sprocket, 38 ... Pedal (input part), 40 ... Rear Sprocket (joint part), 20 ... transmission mechanism, 60 ... bicycle drive device, 62 ... motor, 70 ... control device (control device for bicycle), 72 ... control unit, 76 ... first sensor, 78 ... second 80, a third sensor, 92, a braking device, 100, a drive unit.

(12) In the bicycle control device according to (10) or (11), the control unit is configured to control the motor based on a phase of the crank when the angular acceleration is equal to or higher than a first predetermined value. to reduce the output of.
The control unit reduces the output of the motor based on the phase of the crank when the angular acceleration of the rotating body is equal to or higher than the first predetermined value, and therefore the phase of the crank when the drive wheel slips or slips. The motor can be controlled based on the above.

(14) In the bicycle control device according to any one of (1) to (13), when the control unit decreases the output of the motor based on angular acceleration of the rotating body, the motor to reduce the output of the step-by-step.
The control unit, when reducing the output of the motor based on angular acceleration of the rotating body, to reduce the output of the motor stepwise. For this reason, compared with the case where the output of a motor is continuously changed based on the angular acceleration of a rotary body, the load concerning calculation can be reduced.

In step S11, the control unit 72 determines whether or not the reduction amount DT of the human driving force T is equal to or greater than a second predetermined value DTX. When the reduction amount DT of the human power driving force T is greater than or equal to the second predetermined value DTX, that is, when it is determined that the human power driving force T has sharply decreased, the control unit 72 proceeds to step S12. When the reduction amount DT of the human driving force T is smaller than the second predetermined value DTX, the control unit 72 executes the determination process in step S11 again after a predetermined period. For example, −15 Newton meter / 50 milliseconds is used as the second predetermined value DTX. The second predetermined value DTX can be changed by connecting an external computer to the control device 70.

Control unit 72, in step S15, when the estimated value RX is equal to or higher than the rotational speed RA of the rear wheel 14 moves to step S 21, the rear wheel 14 of the bicycle 10 is determined to be a slip state, the procedure proceeds to step S 22 . Control unit 72 obtains the rotation speed RA ring 14 after the immediately preceding determining the slip state from the storage unit 74 in step S 22, the process proceeds to step S 23. Control unit 72 controls the rotary speed of the motor 62 at the time of the slip in step S 23, the procedure proceeds to step S 24. Control unit 72 lowers the output TM of the motor 62 in step S 23, or to stop the drive.

Control unit 72 determines whether the estimated value RX is below the target value RY in step S 24. Control unit 72, the estimated value RX is is greater than the target value RY, the flow returns to step S 23. Control unit 72, when the estimated value RX is below the target value RY in step S24, proceeds to step S20, and ends the rotational speed control of the motor 62 executed at step S 23, the process ends. Control unit 72, step S 23, step S 24 and, by the processing of step S20, the estimated value RX is the rotational speed control of the motor 62 to reach the target value RY is continued.

Claims (32)

  A controller that reduces the output of a motor capable of assisting bicycle propulsion based on the angular acceleration of a rotating body included in a human power driving force transmission path from a human power driving force input unit to a coupling unit coupled to a driving wheel; Including a bicycle control device.   The bicycle control device according to claim 1, wherein the rotating body includes a crankshaft.   The bicycle control device according to claim 1, wherein the control unit causes the motor to perform a braking operation when reducing the output of the motor based on the angular acceleration of the rotating body.   The bicycle control device according to claim 3, wherein the braking operation includes a regenerative operation. A first sensor that outputs a signal corresponding to the rotational speed of the rotating body;
The bicycle control device according to any one of claims 1 to 4, wherein the control unit controls the motor based on a signal output from the first sensor.   The bicycle control device according to claim 1, wherein the control unit controls the motor based on the human power driving force. A second sensor that outputs a signal corresponding to the human driving force;
The bicycle control device according to claim 6, wherein the control unit controls the motor based on a signal output from the second sensor.   The bicycle control device according to any one of claims 1 to 7, wherein the control unit reduces the output of the motor when the angular acceleration is equal to or greater than a first predetermined value.   The control unit reduces the output of the motor when the angular acceleration is equal to or greater than a first predetermined value and the amount of decrease in the human driving force per unit time is equal to or greater than a second predetermined value. Item 8. The bicycle control device according to any one of Items 1 to 7.   The bicycle control device according to any one of claims 1 to 9, wherein the control unit reduces the output of the motor in accordance with a phase of a crank. A third sensor that outputs a signal corresponding to the phase of the crank;
The bicycle control device according to claim 10, wherein the control unit controls the motor based on a signal output from a third sensor.   The bicycle control device according to claim 10 or 11, wherein the control unit reduces the output torque of the motor based on a phase of the crank when the angular acceleration becomes equal to or greater than a first predetermined value.   When the controller reduces the output of the motor based on the angular acceleration of the rotating body, the crank phase is higher than when the crank phase is at a phase corresponding to top dead center or bottom dead center. 13. The motor according to claim 10, wherein the motor is controlled so that the output of the motor is greatly reduced when the phase is in a phase corresponding to an intermediate position between the top dead center and the bottom dead center. Bicycle control device.   The bicycle control according to any one of claims 1 to 13, wherein the control unit decreases the output torque of the motor in a stepwise manner when the output of the motor is reduced based on the angular acceleration of the rotating body. Control device.   The said control part makes the said driving wheel brake by the braking device which brakes the said driving wheel, when reducing the output of the said motor based on the angular acceleration of the said rotary body. The bicycle control device described in 1. The human power driving force transmission path includes a speed change mechanism,
The bicycle control device according to any one of claims 1 to 15, wherein the rotating body is provided on an upstream side of the speed change mechanism in the human power driving force transmission path.   The control unit according to claim 16, wherein when the output of the motor is reduced based on an angular acceleration of the rotating body, the control unit controls the motor based on a rotation speed of the driving wheel and a rotation speed of a crank. The bicycle control device described.   When the rotational speed of the driving wheel is greater than an estimated value of the rotational speed of the driving wheel calculated based on the rotational speed of the rotating body and the speed ratio of the bicycle, the control unit rotates the driving wheel. The bicycle control device according to claim 17, wherein the output of the motor is greatly reduced than when the speed is equal to or less than the estimated value.   19. The control unit according to claim 16, wherein the control unit reduces the output of the motor based on an angular acceleration of the rotating body when the speed change mechanism is not operating to reduce a speed change ratio of a bicycle. The bicycle control device according to Item.   The control unit controls the motor according to the human power driving force, and the response speed of the motor to a change in the human power driving force when the human power driving force decreases according to the angular acceleration of the rotating body. The bicycle control device according to any one of claims 1 to 19, wherein the control device is changed.   21. The bicycle control device according to claim 20, wherein the control unit increases the response speed when an angular acceleration of the rotating body is equal to or greater than a third predetermined value.   The bicycle control device according to claim 21, wherein the control unit stops the control to increase the response speed when a predetermined period has elapsed after increasing the response speed.   The bicycle control according to claim 21, wherein the control unit stops the control to increase the response speed when the crank arm of the bicycle passes the top dead center or the bottom dead center after increasing the response speed. apparatus.   The said control part controls the said motor according to the said human-powered driving force, and reduces the output of the said motor by repeating increase / decrease in the output of the said motor according to the angular acceleration of the said rotary body. 24. The bicycle control device according to any one of 23.   The bicycle according to any one of claims 1 to 24, wherein the control unit stops the control to reduce the output of the motor based on the angular acceleration of the rotating body based on the rotational speed of the drive wheel. Control device.   When the angular acceleration is equal to or higher than a first predetermined value, the control unit performs control to reduce the output of the motor and reduce the output of the motor based on the angular acceleration of the rotating body. Based on the angular acceleration of the rotating body based on the rotational speed of the driving wheel or the rotational speed of the crank before the angular acceleration becomes equal to or greater than a first predetermined value. The bicycle control device according to any one of claims 1 to 7, wherein the control to be reduced is stopped.   The bicycle control device according to any one of claims 1 to 24, wherein the control unit stops control for reducing the output of the motor based on angular acceleration of the rotating body according to a predetermined time. .   The said control part stops the control which reduces the output of the said motor based on the angular acceleration of the said rotary body, when the crank arm of a bicycle passes the top dead center or the bottom dead center. The bicycle control device according to claim 1.   The said control part stops the control which reduces the output of the said motor based on the angular acceleration of the said rotary body, when the said human-power driving force becomes more than predetermined driving force. The bicycle control device according to Item. A control device for a drive unit capable of transmitting rotation of a crank to a motor,
The second power transmission path from the motor that can assist the angular acceleration of the first rotating body included in the first power transmission path from the input part of the human driving force to the driving wheel or the propulsion of the bicycle to the driving wheel. A bicycle control device including a control unit that controls a load of the motor based on an angular acceleration of a second rotating body included in the motor. Including a control unit that controls a motor capable of assisting the propulsion of the bicycle according to the human driving force,
The control unit for a bicycle, wherein the control unit increases a response speed of the motor to a change in the human driving force when the driving wheel of the bicycle slips or idles and the human driving force decreases. The bicycle control device according to any one of claims 1 to 31,
A bicycle drive device including the motor.