JP2019166913A - Human-powered vehicular control device - Google Patents

Abstract

To provide a human-powered vehicular control device which can calculate a travel resistance with good accuracy.SOLUTION: A human-powered vehicular control device includes a control part that controls a component for a human-powered vehicle according to a travel resistance or human driving force which is calculated from the travel resistance. The control part is so configured as to calculate the travel resistance according to a predetermined set value, and corrects the predetermined set value according to an output of a detection part which is movable together with the human-powered vehicle.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for a human-powered vehicle.

  For example, a human-powered vehicle control device disclosed in Patent Literature 1 controls a vehicle component by detecting a gradient of a traveling path that correlates with a gradient resistance, which is a kind of traveling resistance of the vehicle.

US Pat. No. 8,768,585

By accurately calculating the running resistance, it is possible to appropriately control the components of the vehicle.
An object of the present invention is to provide a human-powered vehicle control device that can accurately calculate a running resistance.

A human-powered vehicle control device according to the first aspect of the present invention is a human-powered vehicle control device including a control unit that controls a human-powered vehicle component in accordance with a running resistance or a human-powered driving force calculated from the running resistance. And the said control part is comprised so that the said driving | running | working resistance may be calculated according to a predetermined setting value, and correct | amends the said predetermined setting value according to the output of the detection part which can move with a human-powered vehicle.
According to the human-powered vehicle control device according to the first aspect, the running resistance can be accurately calculated by correcting the set value.

In the control device for a human-powered vehicle according to the second aspect according to the first aspect, the travel resistance includes air resistance, rolling resistance of wheels of the human-powered vehicle, gradient resistance of a travel path of the human-powered vehicle, and the human power Including at least one acceleration resistance of the driving vehicle.
According to the control device for a human-powered vehicle according to the second aspect, at least one of air resistance, rolling resistance of wheels of the human-powered vehicle, gradient resistance of the travel path of the human-powered vehicle, and acceleration resistance of the human-powered vehicle is accurately determined. Can calculate well.

In the control device for a human-powered vehicle according to the third aspect according to the first or second aspect, the predetermined set value includes a rolling resistance coefficient, a front-projected area of a passenger riding on the human-powered vehicle and the human-powered vehicle. And a constant related to a radius, a diameter, or a circumference of a wheel of the human-powered vehicle, and a total weight of the human-powered vehicle and a passenger who rides on the human-powered vehicle.
According to the control device for a human-powered vehicle according to the third aspect, the rolling resistance coefficient, the front-projected area of the human-powered vehicle and the passenger boarding the human-powered vehicle, and the radius, diameter, or circumference of the wheel of the human-powered vehicle The running resistance can be calculated with high accuracy by at least one correction of the constant and the total weight of the human-powered vehicle and the passenger riding on the human-powered vehicle.

In the control device for a human-powered vehicle according to the fourth aspect according to the third aspect, the detection unit detects a first detection unit for detecting a vehicle speed of the human-powered vehicle and an air pressure of a tire included in the wheel. A second detector for detecting a vibration of the human-powered vehicle, a fourth detector for detecting a weight of a passenger on the human-powered vehicle, and detecting an atmospheric pressure A fifth detection unit for detecting humidity, a sixth detection unit for detecting humidity, a seventh detection unit for detecting weather, and an eighth detection unit for detecting the inclination angle of the human-powered vehicle, And at least one of a ninth detector for detecting the posture of the passenger.
According to the control device for a human-powered vehicle according to the fourth aspect, the first detector, the second detector, the third detector, the fourth detector, the fifth detector, the sixth detector, the seventh detector, The set value can be suitably corrected by at least one of the eight detection units and the ninth detection unit.

In the control device for a human-powered vehicle according to the fifth aspect according to the fourth aspect, the control unit increases the rolling resistance coefficient when the vehicle speed increases, and decreases the rolling resistance coefficient when the vehicle speed decreases.
According to the control device for a human-powered vehicle according to the fifth aspect, it is possible to calculate the rolling resistance reflecting the change in the rolling resistance due to the vehicle speed. For example, when the tire is inclined with respect to the traveling direction, the rolling resistance increases as the vehicle speed increases. Therefore, when the vehicle speed increases, the rolling resistance can be accurately calculated by increasing the rolling resistance coefficient.

In the control device for a human-powered vehicle according to the sixth aspect according to the fourth or fifth aspect, the control unit decreases the rolling resistance coefficient when the tire air pressure increases, and reduces the rolling resistance when the tire air pressure decreases. Increase the coefficient.
According to the control device for a human-powered vehicle according to the sixth aspect, it is possible to calculate the rolling resistance reflecting the change of the rolling resistance due to the tire air pressure.

In the control device for a human-powered vehicle according to the seventh aspect according to any one of the fourth to sixth aspects, the control unit increases the rolling resistance coefficient when the vibration increases, and the rolling when the vibration decreases. Decrease the resistance coefficient.
According to the control device for a human-powered vehicle according to the seventh aspect, it is possible to calculate the rolling resistance reflecting the change in rolling resistance due to vibration. For example, when the vibration increases, the tire is pressed against the road surface and the rolling resistance increases. Therefore, when the vibration increases, the rolling resistance can be accurately calculated by increasing the rolling resistance coefficient.

In the control device for a human-powered vehicle according to the eighth aspect according to any one of the fourth to seventh aspects, the third detection unit includes an acceleration sensor.
According to the control device for a human-powered vehicle according to the eighth aspect, the vibration of the human-powered vehicle can be suitably detected by the acceleration sensor.

In the control device for a human-powered vehicle of the ninth aspect according to any one of the fourth to eighth aspects, the control unit increases the rolling resistance coefficient when the variation amount of the tire air pressure increases, and the tire When the air pressure fluctuation amount decreases, the rolling resistance coefficient is decreased.
According to the control device for a human-powered vehicle according to the ninth aspect, it is possible to calculate the rolling resistance reflecting the fluctuation amount of the tire air pressure. For example, if the amount of fluctuation in tire pressure is increasing, it is considered that the tire air pressure is decreasing or vibration is large, so when the amount of fluctuation in tire pressure increases, rolling resistance is increased by increasing the rolling resistance coefficient. The resistance can be calculated accurately.

In the control device for a human-powered vehicle according to the tenth aspect according to any one of the fourth to ninth aspects, the control unit increases the rolling resistance coefficient when the weight increases, and the rolling when the weight decreases. Decrease the resistance coefficient.
According to the control device for a human-powered vehicle according to the tenth aspect, it is possible to calculate the rolling resistance reflecting the change of the rolling resistance due to the increase in weight.

In the control device for a human-powered vehicle according to the eleventh aspect according to any one of the fourth to tenth aspects, the control unit decreases the rolling resistance coefficient when the atmospheric pressure increases, and the rolling when the atmospheric pressure decreases. Increase the resistance coefficient.
According to the human-powered vehicle control device according to the eleventh aspect, it is possible to calculate the rolling resistance reflecting the atmospheric pressure. For example, when the atmospheric pressure is reduced, it is considered that it has rained and the friction coefficient of the road surface is reduced. Therefore, when the atmospheric pressure decreases, the rolling resistance can be accurately calculated by increasing the rolling resistance coefficient.

In the control device for a human powered vehicle according to a twelfth aspect according to any one of the fourth to eleventh aspects, the control unit decreases the rolling resistance coefficient when the humidity increases, and the rolling when the humidity decreases. Increase the resistance coefficient.
According to the human-powered vehicle control device according to the twelfth aspect, the rolling resistance reflecting the humidity can be calculated. For example, when the humidity increases, it is considered that the road surface friction coefficient has decreased due to rain, so that the rolling resistance can be accurately calculated by increasing the rolling resistance coefficient when the humidity increases.

In the control device for a human-powered vehicle of the thirteenth side according to any one of the fourth to twelfth sides, the control unit reduces the rolling resistance coefficient when the weather is rain, and the weather is clear. In this case, the rolling resistance coefficient is increased.
According to the human-powered vehicle control device according to the thirteenth aspect, the rolling resistance reflecting the weather can be calculated.

In the control device for a human-powered vehicle according to the fourteenth aspect according to any one of the fourth to thirteenth aspects, the control unit increases the constant when the tire air pressure increases and decreases the tire air pressure. Decrease the constant.
According to the human-powered vehicle control device according to the fourteenth aspect, the rolling resistance reflecting the tire air pressure can be calculated. For example, if the tire air pressure decreases, the distance from the center of the wheel of the human-powered vehicle to the road surface decreases, so the constant related to the radius, diameter, or circumference of the wheel of the human-powered vehicle is corrected according to the tire air pressure. Therefore, the rolling resistance can be calculated with high accuracy.

In the control device for a human-powered vehicle according to the fifteenth aspect according to any one of the fourth to fourteenth aspects, the control unit decreases the front projection area when the inclination angle of the human-powered vehicle increases, and the human power When the tilt angle of the driving vehicle decreases, the front projection area is increased.
According to the human-powered vehicle control device according to the fifteenth aspect, the air resistance reflecting the inclination angle of the human-powered vehicle can be calculated. For example, since the area that receives air resistance decreases on an uphill, the air resistance can be calculated with high accuracy by reducing the front projection area as the tilt angle increases. In addition, for example, on a downhill, the area receiving the air resistance increases, so that the air resistance can be accurately calculated by increasing the front projection area when the inclination angle is decreased.

In the control device for a human-powered vehicle according to any one of the sixteenth aspect according to any one of the fourth to fifteenth aspects, the control unit increases the front projection area when the weight of the occupant increases, and the weight is increased. Decreasing the front projection area decreases.
According to the human-powered vehicle control device according to the sixteenth aspect, it is possible to calculate the air resistance reflecting the weight of the passenger. For example, in the case of a passenger having a large weight, the area receiving the air resistance increases, so that the air resistance can be accurately calculated by increasing the front projection area when the weight increases.

In the control device for a human-powered vehicle according to a seventeenth aspect according to any one of the fourth to sixteenth aspects, the control unit increases the total weight when the weight of the occupant increases, and the occupant When the weight of the is reduced, the total weight is reduced.
According to the control device for a human-powered vehicle according to the seventeenth aspect, at least one of rolling resistance reflecting the weight of the occupant, gradient resistance of the traveling path, and acceleration resistance can be calculated.

In the human-powered vehicle control device according to the eighteenth aspect according to any one of the fourth to seventeenth aspects, the control unit increases the front projection area when the posture of the occupant is standing up.
According to the control device for a human-powered vehicle according to the eighteenth aspect, when the occupant's posture is in a standing state, the air resistance can be accurately calculated by increasing the front projection area.

In the nineteenth aspect of the human-powered vehicle control device according to any one of the fourth to eighteenth aspects, the ninth detector detects a force applied to a seat or a seatpost of the human-powered vehicle. It includes at least one of a sensor and a second sensor that detects a force applied to the handle of the human-powered vehicle.
According to the control device for a human-powered vehicle according to the nineteenth aspect, the first sensor that detects the force applied to the seat or the seat post of the human-powered vehicle, and the second sensor that detects the force applied to the handle of the human-powered vehicle. The posture of the passenger can be suitably detected by at least one of the above.

In the human-powered vehicle control device according to the twentieth aspect according to the nineteenth aspect, the first sensor and the second sensor detect pressure, and the control unit detects that the pressure detected by the first sensor is a predetermined value. The front projection area is increased when the pressure detected by the second sensor is equal to or greater than a predetermined value.
According to the control device for a human-powered vehicle according to the twentieth aspect, the force applied to the seat or the seat post of the human-powered vehicle is a predetermined value or less and the force applied to the handle of the human-powered vehicle is a predetermined value or more. This state can be suitably detected by the first sensor and the second sensor.

21. The human-powered vehicle control device according to the twenty-first aspect according to any one of the first to twentieth aspects, wherein the human-powered vehicle component includes a motor, a transmission, a suspension, and an assisting propulsion of the human-powered vehicle. , Including at least one of adjustable seatposts.
According to the control device for a human-powered vehicle according to the twenty-first aspect, at least one of the motor, the transmission, the suspension, and the adjustable seat post can be suitably controlled according to the running resistance.

  The human-powered vehicle control device of the present invention can calculate the running resistance with high accuracy.

A side view of a manpower drive vehicle containing a control device for manpower drive vehicles of a 1st embodiment. The block diagram which shows the electric constitution of the control apparatus for human power drive vehicles of 1st Embodiment. The block diagram which shows the electrical structure of the 1st driving | running | working resistance detection part and control part of FIG. The flowchart of the process which correct | amends the rolling resistance coefficient performed by the control part of FIG. The flowchart of the process which correct | amends the total weight performed by the control part of FIG. The flowchart of the process which correct | amends the front projection area performed by the control part of FIG. The block diagram which shows the electric constitution of the control apparatus for human power drive vehicles of 2nd Embodiment. The block diagram which shows the electrical structure of the 2nd running resistance detection part of FIG. 6, and a control part. The flowchart of the process which correct | amends the constant performed by the control part of FIG. The block diagram which shows the electric constitution of the control apparatus for human power drive vehicles of 3rd Embodiment. The block diagram which shows the electrical structure of the 3rd driving | running resistance detection part of FIG. 10, and a control part.

(First embodiment)
With reference to FIGS. 1-6, the control apparatus 50 for human-powered vehicles of 1st Embodiment is demonstrated. Hereinafter, the human-powered vehicle control device 50 is simply referred to as a control device 50. The control device 50 is provided in the human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force. Human-powered vehicle 10 includes, for example, a bicycle. The number of wheels is not limited, and the human-powered vehicle 10 includes, for example, a single-wheel vehicle and a vehicle having three or more wheels. The human-powered vehicle 10 includes, for example, a mountain bike, a road bike, a city bike, a cargo bike, and a recumbent. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.

  As shown in FIG. 1, human-powered vehicle 10 includes a crank 12 and drive wheels 14. Human-powered vehicle 10 further includes a frame 16. A manual driving force H is input to the crank 12. The crank 12 includes a crankshaft 12A that can rotate with respect to the frame 16, and crank arms 12B that are provided at both ends of the crankshaft 12A in the axial direction. A pedal 18 is connected to each crank arm 12B. The drive wheel 14 is driven by the rotation of the crank 12. The drive wheel 14 is supported by the frame 16. The crank 12 and the drive wheel 14 are connected by a drive mechanism 20. Drive mechanism 20 includes a first rotating body 22 coupled to crankshaft 12A. The crankshaft 12A and the first rotating body 22 may be coupled via a first one-way clutch. The first one-way clutch is configured to cause the first rotating body 22 to rotate forward when the crank 12 rotates forward and to prevent the first rotating body 22 from rotating backward when the crank 12 rotates backward. The first rotating body 22 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 20 further includes a connecting member 26 and a second rotating body 24. The connecting member 26 transmits the rotational force of the first rotating body 22 to the second rotating body 24. The connecting member 26 includes, for example, a chain, a belt, or a shaft.

  The second rotating body 24 is connected to the drive wheel 14. The second rotating body 24 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 24 and the drive wheel 14. The second one-way clutch is configured such that when the second rotating body 24 rotates forward, the driving wheel 14 rotates forward, and when the second rotating body 24 rotates backward, the driving wheel 14 does not rotate backward. .

  Human-powered vehicle 10 includes front wheels and rear wheels. A front wheel is attached to the frame 16 via a front fork 16A. A handlebar 16C is connected to the front fork 16A via a stem 16B. In the following embodiment, the rear wheel is described as the drive wheel 14, but the front wheel may be the drive wheel 14.

  As shown in FIGS. 1 and 2, human-powered vehicle 10 further includes a battery 28 and a human-powered vehicle component 30.

  The battery 28 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 28 is provided in the human-powered vehicle 10 and supplies electric power to other electrical components, for example, the motor 32 and the control device 50, which are electrically connected to the battery 28 in a wired manner. The battery 28 is communicably connected to the control unit 52 by wire or wireless. The battery 28 can communicate with the control unit 52 by, for example, power line communication (PLC). The battery 28 may be attached to the outside of the frame 16, or at least a part of the battery 28 may be accommodated inside the frame 16.

  The manually driven vehicle component 30 includes at least one of a motor 32, a transmission 34, a suspension 36, and an adjustable seat post 38.

  The motor 32 forms a drive unit together with the drive circuit 40. The motor 32 and the drive circuit 40 are preferably provided in the same housing. The drive circuit 40 controls the electric power supplied from the battery 28 to the motor 32. The drive circuit 40 is communicably connected to the control unit 52 of the control device 50 by wire or wireless. The drive circuit 40 can communicate with the control unit 52 by, for example, serial communication. The drive circuit 40 drives the motor 32 according to a control signal from the control unit 52. The motor 32 assists the propulsion of the human-powered vehicle 10. The motor 32 includes an electric motor. The motor 32 is provided so as to transmit rotation to the power transmission path of the manpower driving force H from the pedal 18 to the rear wheel, or to the front wheel. The motor 32 is provided on the frame 16, the rear wheel, or the front wheel of the human-powered vehicle 10. In the present embodiment, the motor 32 is coupled to a power transmission path from the crankshaft 12 </ b> A to the first rotating body 22. A one-way clutch is provided in the power transmission path between the motor 32 and the crankshaft 12A so that the motor 32 does not rotate due to the rotational force of the crank 12 when the crankshaft 12A is rotated in the direction in which the human-powered vehicle 10 moves forward. Preferably it is provided. The housing in which the motor 32 and the drive circuit 40 are provided may be provided with a configuration other than the motor 32 and the drive circuit 40. For example, a speed reducer that decelerates and outputs the rotation of the motor 32 may be provided. The drive circuit 40 includes an inverter circuit.

  The transmission 34 constitutes a transmission together with the actuator 42. The transmission 34 is used to change the transmission ratio B, which is the ratio of the rotational speed of the drive wheels 14 to the rotational speed of the crank 12. The transmission 34 is configured to be able to change the speed ratio B of the human-powered vehicle 10. The transmission 34 is configured to be able to change the speed ratio B in stages. The actuator 42 causes the transmission 34 to perform a speed change operation. The transmission 34 is controlled by the control unit 52. The actuator 42 is communicably connected to the control unit 52 by wire or wireless. The actuator 42 can communicate with the control unit 52 by, for example, power line communication (PLC). The actuator 42 causes the transmission 34 to execute a shift operation in response to a control signal from the control unit 52. The transmission 34 includes at least one of an internal transmission and an external transmission (derailleur).

  The suspension 36 includes an actuator 44 for changing at least one of the hardness, damping rate, and height of the suspension 36. The suspension 36 includes at least one of a front suspension and a rear suspension. The suspension 36 differs in at least one of hardness, damping rate, and length of the suspension 36 in a plurality of states. The actuator 44 is communicably connected to the control unit 52 by wire or wireless. The actuator 44 can communicate with the control unit 52 by, for example, power line communication.

  The adjustable seat post 38 includes an actuator 46 for changing the height of the seat post 38A. The actuator 46 may control the valve of the adjustable seat post 38 that extends using hydraulic pressure or air. The actuator 46 is communicably connected to the control unit 52 by wire or wireless. The actuator 46 can communicate with the control unit 52 by, for example, power line communication. Actuator 42, actuator 44, and actuator 46 include an electric motor or solenoid.

  As shown in FIG. 2, the control device 50 includes a control unit 52. In the present embodiment, the control device 50 further includes a detection unit 54. In the present embodiment, the control device 50 further includes a storage unit 56. In the present embodiment, the control device 50 further includes a first running resistance detection unit 58.

  Control unit 52 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 control unit 52 may include one or a plurality of microcomputers. The control unit 52 may include a plurality of arithmetic processing devices that are arranged separately at a plurality of locations. The storage unit 56 stores various control programs and information used for various control processes. The storage unit 56 includes, for example, a nonvolatile memory and a volatile memory. The control part 52 and the memory | storage part 56 are provided in the housing in which the motor 32 is provided, for example. The controller 52 may include the drive circuit 40.

  As shown in FIG. 3, the first running resistance detector 58 further includes a sensor 60, a sensor 62, a sensor 64, a sensor 66, a sensor 68, and a sensor 70.

  The sensor 60 is used to detect at least one of wind speed and wind pressure. The sensor 60 includes at least one of a wind speed sensor and a wind pressure sensor. The sensor 60 is provided on the handlebar 16C of the human-powered vehicle 10, for example. The sensor 60 is preferably configured to be able to detect at least one of a head wind and a tail wind when the human-powered vehicle 10 travels forward.

  The sensor 62 is used to detect the acceleration a in the direction in which the human-powered vehicle 10 moves forward. The sensor 62 includes an acceleration sensor. The sensor 62 outputs a signal corresponding to the acceleration a in the direction in which the human-powered vehicle 10 moves forward to the control unit 52.

  The sensor 64 is used for detecting the vehicle speed V of the human-powered vehicle 10. In one example, the sensor 64 includes a vehicle speed sensor. The vehicle speed sensor detects the rotational speed of the wheel. The vehicle speed sensor is electrically connected to the control unit 52 by wire or wireless. The vehicle speed sensor is communicably connected to the control unit 52 by wire or wireless. The vehicle speed sensor outputs a signal corresponding to the rotational speed of the wheel to the control unit 52. The controller 52 calculates the vehicle speed V of the human-powered vehicle 10 based on the rotational speed of the wheels. The control unit 52 stops the motor 32 when the vehicle speed V becomes equal to or higher than a predetermined value. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor preferably includes a magnetic lead constituting a reed switch or a Hall element. The vehicle speed sensor may be configured to detect a magnet attached to the chain stay of the frame 16 and attached to the rear wheel, or may be provided to the front fork 16A and detect a magnet attached to the front wheel. In another example, the sensor 64 includes a GPS receiver. The control unit 52 may detect the vehicle speed V of the human-powered vehicle 10 according to the GPS information acquired by the GPS receiving unit, the map information recorded in advance in the storage unit 56, and the time. The control unit 52 preferably includes a time measuring circuit for measuring time. In another example, the sensor 64 may include, for example, a sensor 100 (see FIG. 11) described in the third embodiment and a shift sensor described later. The sensor 64 may be used to detect the vehicle speed V of the human-powered vehicle 10. In this case, the control unit 52 calculates the rotational speed of the drive wheels 14 according to the rotational speed N of the crank 12 detected by the sensor 64 and the speed ratio B of the human-powered vehicle 10, and the human-powered vehicle 10. The vehicle speed V is detected. Information regarding the gear ratio B of the human-powered vehicle 10 is stored in the storage unit 56 in advance.

  The sensor 66 is used for detecting the inclination of the human-powered vehicle 10. The sensor 66 can detect the inclination angle D of the road surface on which the human-powered vehicle 10 travels. The inclination angle D of the road surface on which the human-powered vehicle 10 travels can be detected by the inclination angle in the traveling direction of the human-powered vehicle 10. The inclination angle D of the road surface on which the human-powered vehicle 10 travels corresponds to the inclination angle of the human-powered vehicle 10. In one example, sensor 66 includes a tilt sensor. An example of the tilt sensor is a gyro sensor. In another example, the inclination detection unit includes a GPS (Global positioning system) reception unit. The control unit 52 calculates the inclination angle D of the road surface on which the human-powered vehicle 10 travels according to the GPS information acquired by the GPS reception unit and the road surface gradient included in the map information recorded in the storage unit 56 in advance. May be. The inclination angle D includes the pitch angle of the human-powered vehicle 10.

  The sensor 68 is used to detect the front projection area A of at least one of the human-powered vehicle 10 and the passenger. The sensor 68 includes an image sensor. For example, the image sensor is provided on the handlebar 16 </ b> C of the human-powered vehicle 10 and photographs a passenger who rides on the human-powered vehicle 10. The sensor 68 outputs image data of at least one of the human-powered vehicle 10 and the passenger to the control unit 52. The control unit 52 calculates the front projection area A of the human-powered vehicle 10 and / or the occupant according to the output of the image data input from the sensor 70.

  The sensor 70 is used to detect a value related to the weight of the product of the human-powered vehicle 10. The sensor 70 detects the weight of the load on the human-powered vehicle 10. The sensor 70 is provided, for example, on at least one axle of the front wheel and the rear wheel. In this case, the sensor 70 is preferably provided on both the front wheel and the rear wheel. For example, the total weight m of the human-powered vehicle 10 and the load can be detected by making the signal output from the sensor 70 in a state where the human-powered vehicle 10 floats from the ground correspond to the weight 0 (gram weight). . For example, the weight of the passenger of the human-powered vehicle 10 can be detected by making the signal output from the sensor 70 correspond to a weight of 0 (gram weight) when the passenger is not in the vehicle. The storage unit 56 preferably stores the relationship between the information output from the sensor 70 and the weight. The sensor 70 includes a pressure sensor or a strain sensor. For example, the sensor 70 may detect a force applied to the saddle of the human-powered vehicle 10. In this case, the weight of the passenger can be detected by the sensor 70. For example, the sensor 70 may detect the air pressure of the tire of the human-powered vehicle 10. The control unit 52 calculates the weight of the vehicle using the tire air pressure. Instead of the sensor 70, an input unit that can input information related to the weight of the product to the control unit 52 may be provided in the control device 50. The control unit 52 preferably stores information on the weight of the passenger in the storage unit 56 when information on the weight of the passenger is input via the input unit. The information regarding the weight of the load includes, for example, the weight of the passenger. Information related to the weight of the human-powered vehicle 10 is stored in the storage unit 56. The controller 52 can calculate the total weight m of the human-powered vehicle 10 and the load by adding the weight of the human-powered vehicle 10 and the weight of the vehicle.

  Control device 50 further includes a torque sensor 72. For example, the torque sensor 72 is provided in a housing in which the motor 32 is provided. The torque sensor 72 is used to detect the torque TH of the human driving force H input to the crank 12. For example, when the first one-way clutch is provided in the power transmission path, the torque sensor 72 is provided on the upstream side of the first one-way clutch. The torque sensor 72 includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. When the torque sensor 72 includes a strain sensor, the strain sensor is preferably provided on the outer peripheral portion of the rotating body included in the power transmission path. The torque sensor 72 may include a wireless or wired communication unit. The communication unit of the torque sensor 72 is configured to be able to communicate with the control unit 52.

  The control unit 52 controls the human-powered vehicle component 30 according to the human-powered driving force H calculated from the running resistance R. The control unit 52 controls the motor 32 according to the human driving force H. For example, the control unit 52 controls the motor 32 so that the assisting force by the motor 32 becomes a predetermined ratio with respect to the human driving force H. For example, the control unit 52 multiplies the manpower driving force H by the crank rotation speed to calculate the power of the manpower driving force, and the power of the motor 32 is predetermined with respect to the power of the manpower driving force. You may control the motor 32 so that it may become this ratio. The control unit 52 controls the motor 32 in a plurality of control modes in which the ratio Y of the output of the motor 32 to the human driving force H is different. The ratio YA of the work rate WM (watts) of the output of the motor 32 to the work rate WH (watts) of the human power drive force H of the human-powered vehicle 10 may be described as a ratio Y. The power WH of the human driving force H is calculated by multiplying the human driving force H by the rotational speed N of the crank 12. The rotational speed N of the crank 12 can be detected using, for example, a sensor 100 (see FIG. 11) described in the third embodiment. The torque ratio YB of the output torque TM of the motor 32 with respect to the torque TH of the human power driving force H of the human power driving vehicle 10 may be described as the ratio Y. When the output of the motor 32 is input to the power transmission path of the human driving force H via the reduction gear, the output of the reduction gear is used as the output of the motor 32. The control unit 52 may control the motor 32 such that the output torque TM of the assist force by the motor 32 with respect to the torque TH of the manpower driving force H of the manpower driven vehicle 10 becomes a predetermined ratio.

  For example, the control unit 52 controls the actuator 42 of the transmission 34 so that the gear ratio B becomes smaller when the human driving force H becomes equal to or greater than a predetermined first value, and is determined to be smaller than the predetermined first value. The actuator 42 of the transmission 34 may be controlled so that the gear ratio B increases when the second value or less is reached. Information relating to the predetermined first value and the predetermined second value is stored in the storage unit 56.

  For example, the control unit 52 controls the actuator 44 so that the suspension 36 is in the first state when the human driving force H is equal to or greater than a predetermined third value, and is less than the predetermined third value or The actuator 44 may be controlled so that the suspension 36 is in a second state different from the first state when it becomes equal to or smaller than a predetermined fourth value that is smaller than the third value to be determined. For example, in the second state, the suspension 36 may be harder or the suspension 36 may be softer than in the first state. For example, in the second state, the attenuation rate of the suspension 36 may be smaller or larger than in the first state. For example, in the second state, the height of the suspension 36 may be lower or higher than that in the first state. Information relating to the setting of the suspension 36 in the first state and the second state is stored in the storage unit 56.

  Information related to the setting of the suspension 36 in the first state and the second state may be changed by the user operating the operation unit P, for example. For example, the control unit 52 controls the actuator 44 so that the adjustable seat post 38 is in the third state when the human driving force H becomes equal to or greater than a predetermined fifth value, and is less than a predetermined fifth value, or The actuator 44 may be controlled so that the adjustable seat post 38 is in a fourth state different from the third state when it becomes equal to or smaller than a predetermined sixth value smaller than the predetermined fifth value. For example, in the second state, the height of the adjustable seat post 38 may be lower or higher than in the first state. Information relating to the setting of the adjustable seat post 38 in the third state and the fourth state is stored in the storage unit 56.

  The controller 52 may control the human-powered vehicle component 30 according to the running resistance R. For example, the control unit 52 controls the motor 32 in a plurality of control modes having different ratios Y of the output of the motor 32 to the human driving force H. For example, when the running resistance R changes in at least one of the plurality of control modes, the control unit 52 changes the ratio of the work rate WM of the motor 32 to the work rate WH of the human driving force H, and The motor 32 is controlled so that the change amount of the running resistance R and the change amount of the work rate WH of the motor 32 are different. For example, when the running resistance R changes in at least one of the plurality of control modes, the control unit 52 changes the work rate WM of the motor 32 larger than the change in the work rate WH of the human power driving force H. You may control the motor 32 so that it may become. For example, in at least one of the plurality of control modes, the control unit 52 changes the work rate WM of the motor 32 so that the work rate WH of the human driving force H does not change when the running resistance R changes. As such, the motor 32 may be controlled.

  For example, the control unit 52 controls the actuator 42 of the transmission 34 so that the transmission gear ratio B becomes smaller when the running resistance R becomes equal to or greater than a predetermined seventh value, and the predetermined second value smaller than the predetermined seventh value. The actuator 42 of the transmission 34 may be controlled so that the gear ratio B increases when the value is equal to or less than 8. Information relating to the predetermined seventh value and the predetermined eighth value is stored in the storage unit 56. For example, the control unit 52 controls the actuator 44 so that the suspension 36 is in the first state when the running resistance R is equal to or greater than a predetermined ninth value, and is less than the predetermined ninth value or predetermined. The actuator 44 may be controlled so that the suspension 36 is in a second state different from the first state when it becomes equal to or smaller than a predetermined tenth value smaller than the ninth value. For example, the control unit 52 controls the actuator 44 so that the adjustable seat post 38 is in the third state when the running resistance R is equal to or greater than a predetermined eleventh value, and is less than a predetermined eleventh value, or The actuator 44 may be controlled so that the adjustable seat post 38 is in a fourth state different from the third state when it becomes equal to or smaller than a predetermined twelfth value smaller than the predetermined eleventh value.

  The control unit 52 controls the motor 32 so that the output of the motor 32 becomes a predetermined value or less. The output of the motor 32 includes the output torque TM of the motor 32. The control unit 52 may control the motor 32 so that the ratio YA is equal to or less than the predetermined value YA1. For example, the predetermined value YA1 is 500 watts. The predetermined value YA1 is 300 watts in another example. The controller 52 may control the motor 32 so that the torque ratio YB is equal to or less than the predetermined torque ratio YB1. For example, the predetermined torque ratio YB1 is 300%.

  The controller 52 calculates the running resistance R based on the output of the first running resistance detection unit 58 and the information stored in the storage unit 56. The travel resistance R includes at least one of an air resistance R1, a rolling resistance R2 of wheels of the human-powered vehicle 10, a gradient resistance R3 of a travel path of the human-powered vehicle 10, and an acceleration resistance R4 of the human-powered vehicle 10. The travel resistance R is calculated based on at least one of the air resistance R1, the rolling resistance R2 of the wheels of the human-powered vehicle 10, the gradient resistance R3 of the travel path of the human-powered vehicle 10, and the acceleration resistance R4 of the human-powered vehicle 10. Is done. In one example, the control unit 52 calculates the running resistance R based on all of the air resistance R1, the rolling resistance R2, the gradient resistance R3, and the acceleration resistance R4.

  The controller 52 is configured to calculate the running resistance R according to a predetermined set value. The predetermined set value is stored in the storage unit 56. The predetermined set values are the rolling resistance coefficient M, the front projection area A of the human-powered vehicle 10 and the passenger who rides the human-powered vehicle 10, and the total weight of the passenger who rides the human-powered vehicle 10 and the human-powered vehicle 10. and at least one of m.

  When the control unit 52 calculates the traveling resistance R based on all of the air resistance R1, the rolling resistance R2, the gradient resistance R3, and the acceleration resistance R4, the traveling resistance R is obtained by the following equation (1), for example. . Air resistance R1 is calculated | required by Formula (2). The rolling resistance R2 of the wheel of the human-powered vehicle 10 is obtained by Expression (3). The gradient resistance R3 of the traveling path of the human-powered vehicle 10 is obtained by the equation (4). The acceleration resistance R4 of the human-powered vehicle 10 is obtained by Expression (5).

R = R1 + R2 + R3 + R4 (1)
R1 = C × A × (V−Va) ² (2)
R2 = M × m × g (3)
R3 = m × g × sinD (4)
R4 = m × a (5)

  C represents an air resistance coefficient of at least one of the human-powered vehicle 10 and the passenger. As the air resistance coefficient C, an appropriate fixed value may be stored in advance in the storage unit 56, or may be input by the passenger via the operation unit P or the like.

  A indicates the front projection area. The front projection area A may be detected using the sensor 68, may be stored in the storage unit 56 in advance, or may be input by the passenger via the operation unit P or the like.

  Va indicates the wind speed detected by the sensor 60. The wind speed Va takes a negative value when the wind is against the human-powered vehicle 10. When the sensor 60 is installed in the direction in which the detection unit moves forward so as to detect the head wind in the direction in which the human-powered vehicle 10 moves forward, the sensor 60 outputs a signal corresponding to V-Va. The wind speed Va may be detected by the sensor 60, an appropriate fixed value may be stored in advance in the storage unit 56, or may be input by a passenger via the operation unit P or the like.

  M represents the rolling resistance coefficient of the tire of the human-powered vehicle 10. As the rolling resistance coefficient M, an appropriate fixed value may be stored in advance in the storage unit 56, or may be input by the passenger via the operation unit P or the like.

  m represents the total weight of the human-powered vehicle 10 and the load. The total weight m may be detected using the sensor 70, an appropriate fixed value may be stored in the storage unit 56 in advance, or may be input by the passenger via the operation unit P or the like. .

g represents the gravitational acceleration of the human-powered vehicle 10.
D indicates the inclination angle of the road surface on which the human-powered vehicle 10 travels. The inclination angle D may be detected by the sensor 70, an appropriate fixed value may be stored in advance in the storage unit 56, or may be input by the passenger via the operation unit P or the like.

  a represents the acceleration of the human-powered vehicle 10. The acceleration a may be detected by the sensor 62, an appropriate fixed value may be stored in advance in the storage unit 56, or may be input by the passenger via the operation unit P or the like.

  The control unit 52 corrects a predetermined set value according to the output of the detection unit 54. The control unit 52 corrects a predetermined set value according to a correction value corresponding to the output of the detection unit 54 and a predetermined arithmetic expression. The storage unit 56 stores information that defines the relationship between the output of the detection unit 54 and the correction value, and an arithmetic expression. The control unit 52 determines a correction value corresponding to the output of the detection unit 54 from information defining the relationship between the output of the detection unit 54 and the correction value, and corrects a predetermined set value using a predetermined arithmetic expression.

  The detection unit 54 is configured to be movable together with the human-powered vehicle 10. The detection unit 54 is configured to be attachable to at least one of the human-powered vehicle 10 and the passenger. The detection unit 54 moves together with the human-powered vehicle 10 by being attached to at least one of the human-powered vehicle 10 and the passenger. The detection units are 54, a first detection unit 76, a second detection unit 78, a third detection unit 80, a fourth detection unit 82, a fifth detection unit 84, a sixth detection unit 86, and a seventh detection unit. Part 88, 8th detection part 90, and 9th detection part 92 are included.

  The first detector 76 is used to detect the vehicle speed V of the human-powered vehicle 10. The first detection unit 76 is configured in the same manner as the sensor 64. Although the sensor 64 can be used as the first detection unit 76, the first detection unit 76 may be configured separately from the sensor 64.

  The 2nd detection part 78 is used in order to detect the air pressure of the tire contained in a wheel. The 2nd detection part 78 may be provided in the valve | bulb provided in the rim | limb of a wheel. The second detection unit 78 preferably includes a sensor that outputs a signal corresponding to the air pressure inside the tire, and a wireless transmission unit that wirelessly transmits the signal of the sensor to the control unit 52. The second detection unit 78 may be provided on each of the front wheels and the rear wheels.

  The third detection unit 80 is used to detect vibration of the human-powered vehicle 10. The third detection unit 80 includes an acceleration sensor 80A. The acceleration sensor 80 </ b> A detects the acceleration “a” of the human-powered vehicle 10 in a predetermined direction. The predetermined direction may be one direction or a plurality of directions. When the acceleration sensor 80A detects the acceleration a in the forward direction of the human-powered vehicle 10, the acceleration sensor 80A may be the sensor 62. The acceleration sensor 80 </ b> A outputs a signal corresponding to the acceleration in a predetermined direction of the human-powered vehicle 10 to the control unit 52.

  The fourth detection unit 82 is used to detect the weight of a passenger boarding the human-powered vehicle 10. The fourth detection unit 82 is provided, for example, on a saddle or at least one axle of a front wheel and a rear wheel. The fourth detection unit 82 is configured in the same manner as the sensor 70. Although the sensor 70 can be used as the fourth detection unit 82, the fourth detection unit 82 may be configured separately from the sensor 70. The fourth detection unit 82 outputs a signal corresponding to the weight of the passenger to the control unit 52.

  The fifth detector 84 is used to detect atmospheric pressure. The fifth detector 84 is used to detect the atmospheric pressure around the human-powered vehicle 10. The fifth detection unit 84 may be provided in the human-powered vehicle 10 or may be provided in an external device that can be carried by the passenger. The fifth detection unit 84 outputs a signal corresponding to the atmospheric pressure to the control unit 52.

  The sixth detector 86 is used to detect humidity. The sixth detector 86 is used to detect the atmospheric pressure around the human-powered vehicle 10. The sixth detection unit 86 may be provided in the human-powered vehicle 10 or may be provided in an external device that can be carried by the passenger. The sixth detection unit 86 outputs a signal corresponding to the atmospheric pressure to the control unit 52.

  The seventh detection unit 88 is used for detecting the weather. For example, the seventh detection unit 88 includes a communication unit that acquires weather information via the Internet or broadcast waves. The seventh detection unit 88 may be provided in the human-powered vehicle 10 or may be provided in an external device that can be carried by the passenger. The seventh detection unit 88 outputs a signal corresponding to the weather to the control unit 52.

  The eighth detector 90 is used to detect the inclination angle D of the human-powered vehicle 10. The eighth detection unit 90 is configured similarly to the sensor 66. Although the sensor 66 can be used as the eighth detection unit 90, the eighth detection unit 90 may be configured separately from the sensor 66.

  The ninth detector 92 is used to detect the posture of the passenger. The ninth detection unit 92 includes at least one of the first sensor 92A and the second sensor 92B. The first sensor 92 </ b> A detects a force applied to the seat or the seat post of the human-powered vehicle 10. The second sensor 92 </ b> B detects a force applied to the handle of the human-powered vehicle 10. The first sensor 92A and the second sensor 92B detect pressure. When the ninth detection unit 92 includes the first sensor 92 </ b> A, the ninth detection unit 92 transmits information on the force applied to the seat or the seat post of the human-powered vehicle 10 to the control unit 52. When the ninth detection unit 92 includes the second sensor 92B, the ninth detection unit 92 transmits information on the force applied to the handle of the human-powered vehicle 10 to the control unit 52.

  The controller 52 increases the rolling resistance coefficient M when the vehicle speed V increases, and decreases the rolling resistance coefficient M when the vehicle speed V decreases. For example, the control unit 52 corrects the rolling resistance coefficient M so that the rolling resistance coefficient M increases as the vehicle speed V increases. For example, the control unit 52 corrects the rolling resistance coefficient M by multiplying the rolling resistance coefficient M by a correction coefficient that increases as the vehicle speed V increases. The relationship between the vehicle speed V and the correction coefficient of the rolling resistance coefficient M is preferably stored in the storage unit 56.

  The controller 52 decreases the rolling resistance coefficient M when the tire air pressure increases, and increases the rolling resistance coefficient M when the tire air pressure decreases. For example, the control unit 52 corrects the rolling resistance coefficient M so that the rolling resistance coefficient M decreases as the tire air pressure increases. For example, the control unit 52 corrects the rolling resistance coefficient M by multiplying the rolling resistance coefficient M by a correction coefficient that decreases as the tire air pressure increases. The relationship between the tire air pressure and the correction coefficient is preferably stored in the storage unit 56.

  The controller 52 increases the rolling resistance coefficient M when the vibration increases, and decreases the rolling resistance coefficient M when the vibration decreases. For example, the control unit 52 corrects the rolling resistance coefficient M so as to increase the rolling resistance coefficient M as the vibration increases. For example, the control unit 52 corrects the rolling resistance coefficient M by multiplying the rolling resistance coefficient M by a correction coefficient that increases as vibration increases. The relationship between the vibration and the correction coefficient of the rolling resistance coefficient M is preferably stored in the storage unit 56.

  The control unit 52 increases the rolling resistance coefficient M when the variation amount of the tire air pressure increases, and decreases the rolling resistance coefficient M when the variation amount of the tire air pressure decreases. For example, the control unit 52 corrects the rolling resistance coefficient M so that the rolling resistance coefficient M increases as the amount of change in tire air pressure increases. For example, the control unit 52 corrects the rolling resistance coefficient M by multiplying the rolling resistance coefficient M by a correction coefficient that increases as the amount of change in tire air pressure increases. The relationship between the amount of change in tire air pressure and the correction coefficient of the rolling resistance coefficient M is preferably stored in the storage unit 56.

  The controller 52 increases the rolling resistance coefficient M when the weight of the occupant increases, and decreases the rolling resistance coefficient M when the weight decreases. For example, the control unit 52 corrects the rolling resistance coefficient M so as to increase the rolling resistance coefficient M as the weight of the passenger increases. For example, the control unit 52 corrects the rolling resistance coefficient M by multiplying the rolling resistance coefficient M by a correction coefficient that increases as the weight of the passenger increases. The relationship between the weight of the passenger and the correction coefficient of the rolling resistance coefficient M is preferably stored in the storage unit 56.

  The controller 52 decreases the rolling resistance coefficient M when the atmospheric pressure increases, and increases the rolling resistance coefficient M when the atmospheric pressure decreases. For example, the control unit 52 corrects the rolling resistance coefficient M so that the rolling resistance coefficient M decreases as the atmospheric pressure increases. For example, the control unit 52 corrects the rolling resistance coefficient M by multiplying the rolling resistance coefficient M by a correction coefficient that decreases as the atmospheric pressure increases. The relationship between the atmospheric pressure and the correction coefficient of the rolling resistance coefficient M is preferably stored in the storage unit 56.

  The controller 52 decreases the rolling resistance coefficient M when the humidity increases, and increases the rolling resistance coefficient M when the humidity decreases. For example, the control unit 52 corrects the rolling resistance coefficient M so that the rolling resistance coefficient M decreases as the humidity increases. For example, the control unit 52 corrects the rolling resistance coefficient M by multiplying the rolling resistance coefficient M by a correction coefficient that decreases as the humidity increases. The relationship between the humidity and the correction coefficient of the rolling resistance coefficient M is preferably stored in the storage unit 56.

  The control unit 52 decreases the rolling resistance coefficient M when the weather is rain, and increases the rolling resistance coefficient M when the weather is clear. For example, the control unit 52 corrects the rolling resistance coefficient M so as to decrease the rolling resistance coefficient M when the weather is rainy. For example, the control unit 52 corrects the rolling resistance coefficient M by multiplying the rolling resistance coefficient M by a correction coefficient of less than 1 when the weather is rainy. The rolling resistance coefficient M is corrected by multiplying the rolling resistance coefficient M by a correction coefficient of 1 or more when the weather is fine or larger than when it is raining. The relationship between the weather and the correction coefficient of the rolling resistance coefficient M is preferably stored in the storage unit 56.

  The controller 52 decreases the front projection area A when the inclination angle D of the human-powered vehicle 10 increases, and increases the front projection area A when the inclination angle D of the human-powered vehicle 10 decreases. For example, the control unit 52 corrects the front projection area A so that the front projection area A decreases as the tilt angle D increases. For example, the control unit 52 corrects the front projection area A by multiplying the front projection area A by a correction coefficient that decreases as the tilt angle D increases. When the inclination angle D is 0, the correction coefficient is preferably 1. The relationship between the inclination angle D and the correction coefficient of the front projection area A is preferably stored in the storage unit 56.

  The control unit 52 increases the front projection area A when the weight of the passenger increases, and decreases the front projection area A when the weight decreases. For example, the control unit 52 corrects the front projection area A so that the front projection area A increases as the weight of the passenger increases. For example, the control unit 52 corrects the front projection area A by multiplying the front projection area A by a correction coefficient that increases as the weight of the passenger increases. The relationship between the weight of the passenger and the correction coefficient for the front projection area A is preferably stored in the storage unit 56.

  The control unit 52 increases the total weight m when the weight of the passenger increases, and decreases the total weight m when the weight of the passenger decreases. For example, the control unit 52 corrects the total weight m so that the total weight m increases as the weight of the passenger increases. For example, the control unit 52 corrects the total weight m by multiplying the total weight m by a correction coefficient that increases as the weight of the passenger increases. The relationship between the weight of the passenger and the correction coefficient for the total weight m is preferably stored in the storage unit 56. Further, the total weight m stored in the storage unit 56 may be used as the weight of the human-powered vehicle 10, and the total weight m may be corrected by adding a value equal to the weight of the passenger.

  The control unit 52 increases the front projection area A when the passenger's posture is standing up. Specifically, the control unit 52 projects the front projection when the pressure detected by the first sensor 92A of the ninth detection unit 92 is not more than a predetermined value and the pressure detected by the second sensor 92B is not less than the predetermined value. Increase area A. For example, the control unit 52 corrects the front projection area A so as to increase the front projection area A when the posture of the passenger is standing up. For example, the control unit 52 corrects the front projection area A by multiplying the front projection area A by a correction coefficient larger than 1 when the posture of the passenger is standing up. The relationship between the posture of the passenger and the correction coefficient for the front projection area A is preferably stored in the storage unit 56. When the control unit 52 includes the sensor 68 that detects the front projection area A, for example, when the posture of the occupant is standing up, a part of the occupant is not included in the detection region of the sensor 68. In this case, the control unit 52 can also add the area of the portion assumed not to be included in the detection region to the front projection area A detected by the sensor 68. When the control unit 52 does not acquire image data from the sensor 68 that detects the front projection area A, the control unit 52 may correct the front projection area A stored in advance in the storage unit 56.

  A process for correcting the rolling resistance coefficient M will be described with reference to FIG. When power is supplied from the battery 28 to the control unit 52, the control unit 52 starts processing and proceeds to step S11 of the flowchart shown in FIG. As long as power is supplied, the controller 52 executes the processing from step S11 every predetermined period.

  In step S11, the controller 52 corrects the rolling resistance coefficient M according to the vehicle speed V, and proceeds to step S12. Specifically, the control unit 52 corrects the rolling resistance coefficient M according to a correction value obtained from the relationship between the vehicle speed V stored in the storage unit 56 and the correction value of the rolling resistance coefficient M.

  In step S12, the controller 52 corrects the rolling resistance coefficient M in accordance with the tire air pressure, and proceeds to step S13. Specifically, the control unit 52 corrects the rolling resistance coefficient M according to the correction value obtained from the relationship between the tire air pressure and the correction value of the rolling resistance coefficient M stored in the storage unit 56.

  In step S13, the controller 52 corrects the rolling resistance coefficient M in accordance with the vibration of the human-powered vehicle 10, and proceeds to step S14. Specifically, the control unit 52 corrects the rolling resistance coefficient M according to the correction value obtained from the relationship between the vibration of the human-powered vehicle 10 stored in the storage unit 56 and the correction value of the rolling resistance coefficient M. .

  In step S14, the controller 52 corrects the rolling resistance coefficient M in accordance with the amount of change in tire air pressure, and proceeds to step S15. Specifically, the control unit 52 corrects the rolling resistance coefficient M in accordance with a correction value obtained from the relationship between the tire air pressure fluctuation amount stored in the storage unit 56 and the correction value of the rolling resistance coefficient M. .

  In step S15, the controller 52 corrects the rolling resistance coefficient M according to the weight of the crew member, and proceeds to step S16. Specifically, the control unit 52 corrects the rolling resistance coefficient M according to the correction value obtained from the relationship between the weight of the crew member stored in the storage unit 56 and the correction value of the rolling resistance coefficient M.

  In step S16, the controller 52 corrects the rolling resistance coefficient M in accordance with the atmospheric pressure, and proceeds to step S17. Specifically, the control unit 52 corrects the rolling resistance coefficient M according to the correction value obtained from the relationship between the atmospheric pressure stored in the storage unit 56 and the correction value of the rolling resistance coefficient M.

  In step S17, the controller 52 corrects the rolling resistance coefficient M according to the humidity, and proceeds to step S18. Specifically, the control unit 52 corrects the rolling resistance coefficient M according to the correction value obtained from the relationship between the humidity stored in the storage unit 56 and the correction value of the rolling resistance coefficient M.

  In step S18, the controller 52 corrects the rolling resistance coefficient M according to the weather, and ends the process. Specifically, the control unit 52 corrects the rolling resistance coefficient M according to a correction value obtained from the relationship between the weather stored in the storage unit 56 and the correction value of the rolling resistance coefficient M.

  The processes of steps S11 to S18 are in no particular order. At least one of steps S11 to S18 may be omitted. The control unit 52 can calculate the rolling resistance R2 using the rolling resistance coefficient M corrected in steps S11 to S18.

  Processing for correcting the total weight m will be described with reference to FIG. When power is supplied from the battery 28 to the control unit 52, the control unit 52 starts processing and proceeds to step S21 of the flowchart shown in FIG. As long as electric power is supplied, the controller 52 executes the processing from step S21 every predetermined period.

  In step S21, the control unit 52 corrects the total weight m according to the weight of the crew member, and ends the process. Specifically, the control unit 52 corrects the total weight m according to a correction value obtained from the relationship between the weight of the crew member stored in the storage unit 56 and the correction value of the total weight m. The controller 52 can calculate the rolling resistance R2, the gradient resistance R3, and the acceleration resistance R4 using the total weight m corrected in step S21.

  With reference to FIG. 6, the process of correcting the front projection area A will be described. When the control unit 52 does not acquire image data from the sensor 68, the control unit 52 corrects the front projection area A stored in the storage unit 56. When the control unit 52 acquires image data from the sensor 68, the process of the flowchart shown in FIG. When power is supplied from the battery 28 to the control unit 52, the control unit 52 starts processing and proceeds to step S31 of the flowchart shown in FIG. As long as electric power is supplied, the controller 52 executes the processing from step S31 every predetermined period.

  In step S31, the controller 52 corrects the front projection area A according to the inclination angle D, and proceeds to step S32. Specifically, the control unit 52 corrects the front projection area A according to the correction value obtained from the relationship between the inclination angle D stored in the storage unit 56 and the correction value of the front projection area A.

  In step S32, the control unit 52 corrects the front projection area A according to the weight of the crew member, and proceeds to step S33. Specifically, the control unit 52 corrects the front projection area A according to a correction value obtained from the relationship between the weight of the crew member stored in the storage unit 56 and the correction value of the front projection area A.

  In step S33, the controller 52 corrects the front projection area A according to the posture of the crew member, and proceeds to step S34. Specifically, the control unit 52 corrects the front projection area A according to the correction value obtained from the relationship between the posture of the crew member stored in the storage unit 56 and the correction value of the front projection area A.

  In step S34, the controller 52 corrects the front projection area A according to the outputs of the first sensor 92A and the second sensor 92B, and ends the process. Specifically, the control unit 52 projects the front projection according to the correction value obtained from the relationship between the output of the first sensor 92A and the second sensor 92B stored in the storage unit 56 and the correction value of the front projection area A. The area A is corrected.

  The processes in steps S31 to S34 are in no particular order. At least one of steps S31 to S34 may be omitted. The controller 52 can calculate the air resistance R1 using the front projection area A corrected in steps S31 to S34.

(Second Embodiment)
A control device 50 according to the second embodiment will be described with reference to FIGS. The control device 50 of the second embodiment is the same as the control device 50 of the first embodiment except that the calculation method of the running resistance R is different. Therefore, the configuration common to the first embodiment is the first embodiment. The same reference numerals as those in the embodiment are attached, and redundant description is omitted.

  As shown in FIG. 7, the control device 50 includes a control unit 52. In the present embodiment, the control device 50 further includes a detection unit 54. In the present embodiment, the control device 50 further includes a storage unit 56. In the present embodiment, the control device 50 further includes a second running resistance detection unit 94.

  As shown in FIG. 8, the second running resistance detection unit 94 includes a sensor 96. The sensor 96 detects the human driving force H. The sensor 96 is configured similarly to the torque sensor 72. Although the torque sensor 72 can be used as the sensor 96, the sensor 96 may be configured separately from the torque sensor 72.

  The controller 52 is configured to calculate the running resistance R according to a predetermined set value. The predetermined set value is stored in the storage unit 56. The predetermined set value includes a constant Q relating to the radius r, diameter, or circumference of the wheel of the human-powered vehicle 10.

  The output of the human-powered vehicle 10 corresponds to the running resistance R. For this reason, the running resistance R is calculated | required by the following (6) Formula.

  R = (T × iH × eH) ÷ r (6)

  T represents the output torque of the human-powered vehicle 10. The output torque T of the human-powered vehicle 10 is the output torque of the drive unit, and in this embodiment, is the torque around the crankshaft 12A at the portion where the first rotating body 22 is attached. The drive unit is provided in the vicinity of the crankshaft 12 </ b> A, and the output of the motor 32 merges with the manpower driving force H on the upstream side of the first rotating body 22 in the power transmission path of the manpower driving force H. The output torque T of the human-powered vehicle 10 includes a torque TH of the human-powered driving force H input to the human-powered vehicle 10 and an output torque TM generated by the motor 32 input to a portion where the first rotating body 22 is attached. It is obtained by adding. In this case, the torque sensor 72 detects the output torque of the manpower-driven vehicle 10 by providing the torque sensor 72 downstream of the portion where the output of the motor 32 merges with the manpower driving force H in the power transmission path of the manpower driving force H. You may make it do. Further, in Expression (1), the torque TH of the human driving force H that is not added to the output of the motor 32 may be used as the output torque T of the human driving vehicle 10.

  iH is the ratio of the rotational speed N of the crank 12 to the rotational speed of the drive wheel 14. The ratio iH is the reciprocal of the gear ratio B. When the manual drive vehicle 10 is provided with the transmission 34 for changing the transmission gear ratio B, the control unit 52 calculates the ratio iH according to the vehicle speed V of the manual drive vehicle 10 and the rotation speed N of the crank 12. May be. In this case, information related to the circumference of the drive wheel 14, the diameter of the drive wheel 14, or the radius of the drive wheel 14 is stored in the storage unit 56 in advance. The transmission includes at least one of a derailleur and an internal transmission. The derailleur includes at least one of a front derailleur and a rear derailleur. The controller 52 can calculate the rotational speed of the drive wheel 14 from the vehicle speed V using the circumference of the drive wheel 14, the diameter of the drive wheel 14, or the radius of the drive wheel 14. The controller 52 can calculate the ratio iH by dividing the rotational speed N of the crank 12 by the rotational speed of the drive wheel 14. When sensor 64 detects the rotational speed of drive wheel 14 and human-powered vehicle 10 includes a transmission, sensor 64 preferably includes a transmission sensor for detecting transmission ratio B. The shift sensor detects the current shift stage of the transmission 34. The relationship between the transmission stage and the transmission ratio B is stored in the storage unit 56 in advance. Thus, the control unit 52 can detect the current speed ratio B from the detection result of the speed sensor. The controller 52 can calculate the ratio iH by reversing the speed ratio B.

eH represents the power transmission efficiency of the human-powered vehicle 10 to the driving wheels 14 of the human-powered driving force H. The power transmission efficiency is obtained from the power loss of the power transmission path stored in advance in the storage unit 56 and the current speed ratio B of the human-powered vehicle 10. When the power transmission efficiency differs according to the gear ratio B of the human-powered vehicle 10, the storage unit 56 preferably stores the power transmission efficiency corresponding to each gear ratio B. eH may include the power transmission efficiency of the output of the motor 32 to the drive wheel 14. When eH includes the power transmission efficiency of the output of the motor 32 to the drive wheel 14, the power transmission efficiency corresponding to the output of the motor 32 may be stored.
r represents the radius of the wheel.

  When the motor 32 is provided on the front wheel, the control unit 52 calculates the running resistance R by adding the running resistance RH related to the human driving force H and the running resistance RM related to the output of the motor 32. Good. In this case, the running resistance RH related to the human driving force H is obtained in the same manner as the above equation (6). The running resistance RM related to the output of the motor 32 replaces the portion of “T” in the above equation (6) with the output torque TM of the motor 32, and “eH” becomes the power transmission efficiency to the front wheels of the motor 32 It is obtained by replacing “iH” with “1” if the motor 32 directly rotates the front wheel.

The control unit 52 corrects a predetermined set value according to the output of the detection unit 54.
The detection unit 54 is configured to be movable together with the human-powered vehicle 10. The detection unit 54 is configured to be attachable to at least one of the human-powered vehicle 10 and the passenger. The detection unit 54 moves together with the human-powered vehicle 10 by being attached to at least one of the human-powered vehicle 10 and the passenger. The detection unit 54 includes a second detection unit 78.

  The control unit 52 increases the constant Q when the tire air pressure increases, and decreases the constant Q when the tire air pressure decreases. For example, the control unit 52 corrects the constant Q so as to increase the constant Q as the tire air pressure increases. For example, the constant Q is corrected by multiplying the constant Q by a correction coefficient that increases as the tire air pressure increases. The relationship between the constant Q and the correction coefficient of the constant Q is preferably stored in the storage unit 56.

  A process for correcting the constant Q will be described with reference to FIG. When power is supplied from the battery 28 to the control unit 52, the control unit 52 starts processing and proceeds to step S41 of the flowchart shown in FIG. As long as electric power is supplied, the controller 52 executes the processing from step S41 every predetermined cycle.

  In step S41, the controller 52 corrects the constant Q in accordance with the tire air pressure, and ends the process. Specifically, the control unit 52 corrects the constant Q according to the correction value obtained from the relationship between the tire air pressure stored in the storage unit 56 and the correction value of the constant Q. The controller 52 calculates the running resistance R using the constant Q corrected in step S41. Specifically, when the constant Q is the tire radius r, the control unit 52 calculates the running resistance R according to the equation (6) using the corrected constant Q as the tire radius r.

(Third embodiment)
With reference to FIG. 10 and FIG. 11, the control apparatus 50 of 3rd Embodiment is demonstrated. The control device 50 of the third embodiment is the same as the control device 50 of the first embodiment except that the method of correcting the running resistance R is different. Therefore, the configuration common to the first embodiment is the first embodiment. The same reference numerals as those in the embodiment are attached, and redundant description is omitted.

  As shown in FIG. 10, the control device 50 includes a control unit 52. In one example, the control device 50 further includes a storage unit 56. Control device 50 further includes a third running resistance detector 98.

As shown in FIG. 11, the third running resistance detection unit 98 includes a sensor 96 and a sensor 100.
The sensor 100 is used to detect the rotational speed N of the crank 12 of the human-powered vehicle 10. Sensor 100 includes a crank rotation sensor. The crank rotation sensor is attached to a housing in which the frame 16 or the motor 32 of the human-powered vehicle 10 is provided, for example. The crank rotation sensor includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in the crankshaft 12A or the power transmission path between the crankshaft 12A and the first rotating body 22. The crank rotation sensor is communicably connected to the control unit 52 by wire or wirelessly. The crank rotation sensor outputs a signal corresponding to the rotational speed N of the crank 12 to the control unit 52. The crank rotation sensor may be provided on a member that rotates integrally with the crankshaft 12A in the power transmission path of the human-powered driving force from the crankshaft 12A to the first rotating body 22. For example, the crank rotation sensor may be provided on the first rotating body 22 when a one-way clutch is not provided between the crankshaft 12 </ b> A and the first rotating body 22.

  The output of the human-powered vehicle 10 corresponds to the running resistance R. For this reason, the control unit 52 can also calculate the running resistance R based on the output of the third running resistance detection unit 98 and the information stored in the storage unit 56. For example, the running resistance R is calculated based on the output torque T of the human-powered vehicle 10, the rotational speed N of the crank 12, and the vehicle speed V. In this case, the running resistance R is obtained by the following equation (7), for example.

  R = (2P / 60) × (T × N × eH) ÷ V (7)

P indicates a circumference ratio.
N indicates the rotational speed of the crank 12 of the human-powered vehicle 10.
V indicates the vehicle speed of the human-powered vehicle 10.

  When the motor 32 is provided on the front wheel, the control unit 52 calculates the running resistance R by adding the running resistance RH related to the human driving force H and the running resistance RM related to the output of the motor 32. Good. In this case, the running resistance RH related to the human driving force H is obtained in the same manner as the above equation (7). The running resistance RM related to the output of the motor 32 replaces the portion of “T × N” in the above formula (7) with the power WM of the motor 32 and replaces “eH” with the front wheel of the output of the motor 32. It is obtained by replacing with power transmission efficiency.

  The controller 52 corrects the running resistance R calculated by the equation (1) by the running resistance R calculated by the equation (7). Hereinafter, the running resistance R calculated by the equation (1) is referred to as a running resistance RA. Hereinafter, the running resistance R calculated by the equation (7) is referred to as a running resistance RB.

The control unit 52 corrects the traveling resistance RA according to the output of the third traveling resistance detection unit 98.
The third running resistance detection unit 98 is configured to be movable together with the human-powered vehicle 10. The detection unit 54 is configured to be attachable to at least one of the human-powered vehicle 10 and the passenger. The detection unit 54 moves together with the human-powered vehicle 10 by being attached to at least one of the human-powered vehicle 10 and the passenger.

  For example, the control unit 52 corrects the travel resistance RA so that the travel resistance RA increases as the travel resistance RB increases. For example, the control unit 52 corrects the running resistance RA by multiplying the running resistance RA by a correction coefficient that increases as the running resistance RB increases. The relationship between the running resistance RB and the correction coefficient of the running resistance RB is preferably stored in the storage unit 56.

(Modification)
The description regarding each embodiment is an illustration of the form which the control apparatus for human-powered vehicles according to this invention can take, and it does not intend restrict | limiting the form. The control device for a human-powered vehicle according to the present invention can take a form in which, for example, modifications of the embodiments described below and at least two modifications not contradicting each other are combined. In the following modified examples, the same reference numerals as those of the respective embodiments are assigned to portions common to those of the respective embodiments, and the description thereof is omitted.

  -In 2nd Embodiment, you may correct | amend the running resistance R calculated by Formula (6) by running resistance RB like 3rd Embodiment. Further, the control unit 52 may use the running resistance R used to control the human-powered vehicle component 30 as the running resistance RB, and correct it by at least one of the running resistance RA and the running resistance R calculated by the equation (6).

  In the second embodiment, the running resistance RA calculated by the equation (1) of the first embodiment is substituted into the equation (6) to calculate the torque TH of the human driving force H, and the sensor is calculated based on the calculated torque TH. The human driving force H obtained from the 96 outputs may be corrected.

  The traveling resistance R includes only one of the air resistance R1, the rolling resistance R2 of the wheels of the human-powered vehicle 10, the gradient resistance R3 of the traveling path of the human-powered vehicle 10, and the acceleration resistance R4 of the human-powered vehicle 10. May be. In this case, the calculation load by the control unit 52 can be reduced, and a sensor necessary for calculating the running resistance R can be omitted.

  DESCRIPTION OF SYMBOLS 10 ... Human drive vehicle, 30 ... Human drive vehicle component, 32 ... Motor, 34 ... Transmission, 36 ... Suspension, 38 ... Adjustable seat post, 38A ... Seat post, 50 ... Control device for human drive vehicle, 52 ... Control , 54... Detection unit, 76... First detection unit, 78... Second detection unit, 80... Third detection unit, 80 A... Acceleration sensor, 82 ... fourth detection unit, 84 ... fifth detection unit, 86. 6 detection units, 88... 7th detection unit, 90... 8th detection unit, 92... 9th detection unit, 92A.

Claims (21)

A human-powered vehicle control device including a control unit that controls a human-powered vehicle component according to a running resistance or a human-powered driving force calculated from the running resistance,
The controller is
Configured to calculate the running resistance according to a preset value,
A control device for a human-powered vehicle that corrects the predetermined set value in accordance with an output of a detection unit that can move with the human-powered vehicle.   The travel resistance includes at least one of air resistance, rolling resistance of wheels of the human-powered vehicle, gradient resistance of a travel path of the human-powered vehicle, and acceleration resistance of the human-powered vehicle. Control device for human-powered vehicles. The predetermined set value is
Rolling resistance coefficient,
A front-projected area of the human-powered vehicle and a passenger boarding the human-powered vehicle;
Constants relating to the radius, diameter or circumference of the wheels of the manpower driven vehicle;
The control device for a human-powered vehicle according to claim 1, comprising at least one of the human-powered vehicle and a total weight of a passenger boarding the human-powered vehicle. The detector is
A first detector for detecting a vehicle speed of the human-powered vehicle;
A second detector for detecting the air pressure of the tire included in the wheel;
A third detector for detecting vibration of the human-powered vehicle;
A fourth detector for detecting the weight of a passenger boarding the human-powered vehicle;
A fifth detector for detecting atmospheric pressure;
A sixth detector for detecting humidity;
A seventh detector for detecting the weather;
4. The human-powered vehicle according to claim 3, comprising at least one of an eighth detection unit for detecting an inclination angle of the human-powered vehicle and a ninth detection unit for detecting the posture of the passenger. Control device.   5. The human-powered vehicle control device according to claim 4, wherein the control unit increases the rolling resistance coefficient when the vehicle speed increases, and decreases the rolling resistance coefficient when the vehicle speed decreases.   6. The control device for a manpower-driven vehicle according to claim 4, wherein the control unit decreases the rolling resistance coefficient when the tire air pressure increases, and increases the rolling resistance coefficient when the tire air pressure decreases.   The controller for a human-powered vehicle according to any one of claims 4 to 6, wherein the control unit increases the rolling resistance coefficient when the vibration increases, and decreases the rolling resistance coefficient when the vibration decreases. .   The human-powered vehicle control device according to any one of claims 4 to 7, wherein the third detection unit includes an acceleration sensor.   9. The control unit according to claim 4, wherein the control unit increases the rolling resistance coefficient when the variation amount of the tire air pressure increases, and decreases the rolling resistance coefficient when the variation amount of the tire air pressure decreases. The control apparatus for human-powered vehicles as described in the item.   The controller for a human-powered vehicle according to any one of claims 4 to 9, wherein the control unit increases the rolling resistance coefficient when the weight increases, and decreases the rolling resistance coefficient when the weight decreases. .   11. The human-powered vehicle control device according to claim 4, wherein the control unit decreases the rolling resistance coefficient when the atmospheric pressure increases, and increases the rolling resistance coefficient when the atmospheric pressure decreases. .   The control device for a human-powered vehicle according to any one of claims 4 to 11, wherein the control unit decreases the rolling resistance coefficient when the humidity increases and increases the rolling resistance coefficient when the humidity decreases. .   The human-powered drive according to any one of claims 4 to 12, wherein the control unit decreases the rolling resistance coefficient when the weather is rain, and increases the rolling resistance coefficient when the weather is clear. Vehicle control device.   14. The human-powered vehicle control device according to claim 4, wherein the control unit increases the constant when the tire air pressure increases, and decreases the constant when the tire air pressure decreases. 14. .   15. The control unit according to claim 4, wherein the control unit decreases the front projection area when the inclination angle of the human-powered vehicle increases, and increases the front projection area when the inclination angle of the human-powered vehicle decreases. The control apparatus for human-powered vehicles as described in the item.   The said control part increases the said front projection area when the said weight of the said passenger increases, and reduces the said front projection area when the said weight reduces, For human-powered vehicles as described in any one of Claims 4-15 Control device.   The control unit according to any one of claims 4 to 16, wherein the control unit increases the total weight when the weight of the occupant increases, and decreases the total weight when the weight of the occupant decreases. The control apparatus for human-powered vehicles as described.   The said drive part is a human-powered vehicle control apparatus as described in any one of Claims 4-17 which increases the said front projection area, when the said passenger | crew's attitude | position is a standing state.   The ninth detection unit includes at least one of a first sensor that detects a force applied to a seat or a seat post of the human-powered vehicle and a second sensor that detects a force applied to a handle of the human-powered vehicle. The control apparatus for human-powered vehicles as described in any one of Claims 4-18. The first sensor and the second sensor detect pressure;
The control unit according to claim 19, wherein the control unit increases the front projection area when the pressure detected by the first sensor is equal to or less than a predetermined value and the pressure detected by the second sensor is equal to or greater than a predetermined value. Human-powered vehicle control device.   The human-powered vehicle component according to any one of claims 1 to 20, wherein the human-powered vehicle component includes at least one of a motor, a transmission, a suspension, and an adjustable seat post that assist in propulsion of the human-powered vehicle. Control device for driving vehicle.