JP2019194061A - Controller for human power drive vehicle - Google Patents

Abstract

To provide a controller for human power drive vehicle, which permits an occupant to execute comfortable pedaling.SOLUTION: The controller for human power drive vehicle includes a control section for controlling a motor assisting propulsion of a human power drive vehicle. The control section, when a human power driving force input into the human power drive vehicle is at least a predetermined upper-limit value, controls the motor to increase an assist force by the motor until the human power driving force is less than the predetermined upper-limit value. The predetermined upper limit value is set according to load information input into the human power drive vehicle.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device for a manpowered vehicle.

  Patent Document 1 discloses a human-powered vehicle that includes a motor that assists the propulsion of a human-powered vehicle and an electric transmission that changes the gear ratio of the human-powered vehicle.

JP 2001-280464 A

Since the pedaling state in which the driver feels comfortable differs depending on the passenger of the human-powered vehicle, it is preferable to control the motor or the transmission so that the pedaling state in which the passenger feels comfortable is achieved.
One of the objects of the present invention is to provide a control device for a manpowered vehicle that controls the manpowered vehicle so that a passenger can comfortably pedal.

A human-powered vehicle control device according to the first aspect of the present disclosure is a human-powered vehicle control device including a control unit that controls a motor that assists propulsion of the human-powered vehicle, and the control unit includes the human-powered vehicle. When the human power driving force input to the motor reaches a predetermined upper limit value or more, the motor is controlled to increase the assist force by the motor until the human power driving force becomes less than the predetermined upper limit value, and the predetermined upper limit The value is set according to load information input to the human-powered vehicle.
According to the control device for a human-powered vehicle of the first aspect, an upper limit value that is set in advance according to the load information corresponding to the passenger of the human-powered vehicle can be set, so that a pedaling state in which the passenger feels comfortable is achieved. The motor can be controlled.

The human-powered vehicle control device according to the second aspect of the present disclosure is a human-powered vehicle control device including a control unit that controls a transmission of the human-powered vehicle, and the control unit is input to the human-powered vehicle. When the human driving force exceeds a predetermined upper limit value, the transmission is controlled so that the transmission ratio is reduced until the human driving force becomes less than the predetermined upper limit value. It is set according to the load information input to the driving vehicle.
According to the control device for a human-powered vehicle of the second aspect, an upper limit value set in advance can be set according to the load information corresponding to the passenger of the human-powered vehicle, so that the speed is changed so that pedaling feels comfortable for the passenger. You can control the machine.

In the control device for a manpowered vehicle according to the third aspect according to the first or second aspect of the present disclosure, the load information includes weight information of a passenger of the manpowered vehicle.
According to the human-powered vehicle control device of the third aspect, the upper limit value set in advance according to the weight information of the occupant is set, so that the motor or the transmission is controlled so that the pedaling feels comfortable for the occupant. Can be controlled.

The human-powered vehicle control device according to the fourth aspect according to the third aspect of the present disclosure further includes an input unit for inputting the weight information.
According to the control device for a human-powered vehicle of the fourth aspect, the weight information of the passenger can be preferably input by the input unit.

In the control device for a human-powered vehicle according to the fifth aspect according to the third or fourth aspect of the present disclosure, the load information is a pedal load corresponding to a weight of the passenger's leg estimated from the weight information of the passenger. Contains information.
According to the control device for a human-powered vehicle according to the fifth aspect, since a predetermined upper limit value is set according to the weight of the passenger's leg, the motor or transmission is controlled so that pedaling feels comfortable for the passenger. it can.

In the control device for a human-powered vehicle according to the sixth aspect according to the first or second aspect of the present disclosure, the control device for a human-powered vehicle further includes a first load sensor provided on a pedal of the human-powered vehicle and detecting a load applied to the pedal, The load information is detected by the first load sensor.
According to the control device for a human-powered vehicle of the sixth aspect, since a predetermined upper limit value is set according to the load information that the passenger actually applies to the pedal, the motor or The transmission can be controlled.

In the control device for a human-powered vehicle according to the seventh aspect according to the sixth aspect of the present disclosure, the predetermined upper limit value is set according to the load information detected while a passenger is riding on the human-powered vehicle.
According to the control device for a human-powered vehicle of the seventh aspect, since a predetermined upper limit value is set according to the load information in a state where the passenger is on the human-powered vehicle, pedaling that feels comfortable for the passenger is achieved. Thus, the motor or transmission can be controlled.

In the control device for a manpowered vehicle according to the eighth aspect according to the sixth or seventh aspect of the present disclosure, the load detected by the first load sensor in a state where a crank of the manpowered vehicle is located in a predetermined angle range. The predetermined upper limit value is set according to the information.
According to the control device for a human-powered vehicle of the eighth aspect, the predetermined upper limit value is set according to the load information in a state where the crank is positioned in the predetermined angle range, so that pedaling that feels comfortable for the passenger is achieved. Thus, the motor or transmission can be controlled.

The control device for a human-powered vehicle according to the ninth aspect according to the first or second aspect of the present disclosure further includes a second load sensor that is provided in a riding portion of the human-powered vehicle and detects a load applied to the riding portion. The load information is detected by the second load sensor.
According to the human-powered vehicle control device of the ninth aspect, the weight information of the occupant is detected, and a predetermined upper limit value is set according to the detected weight information, so that pedaling feels comfortable for the occupant. Thus, the motor or transmission can be controlled.

In the control device for a manpowered vehicle according to the tenth aspect according to the ninth aspect of the present disclosure, the riding section includes at least one of a saddle and a seat post.
According to the control device for a manpowered vehicle of the tenth aspect, the weight information of the passenger can be detected in at least one of the saddle and the seat post.

In the control device for a manpowered vehicle according to the eleventh aspect according to the ninth or tenth aspect of the present disclosure, the load information is a weight of a passenger's leg estimated from the load information detected by the second load sensor. The corresponding pedal load information is included.
According to the human-powered vehicle control device of the eleventh aspect, the weight of the passenger's leg is estimated, and a predetermined upper limit value is set according to the estimated weight information. The motor or transmission can be controlled as follows.

In the control device for a manpowered vehicle according to the twelfth aspect according to the first or second aspect of the present disclosure, the load information includes pedal load information indicating a load applied to a pedal of the manpowered vehicle, The predetermined upper limit value is set by multiplying the length of the crank, the acceleration of gravity, and the pedal load information.
According to the control device for a human-powered vehicle of the twelfth aspect, the predetermined upper limit value is set according to the passenger's input torque calculated from the pedal load information, so that the motor or The transmission can be controlled.

The control device for a human-powered vehicle according to the thirteenth aspect according to the first or second aspect of the present disclosure further includes a torque sensor that detects a human-powered driving force input to the human-powered vehicle, and according to a detection result of the torque sensor. The load information is set.
According to the control device for a human-powered vehicle of the thirteenth aspect, since a predetermined upper limit value is set according to the passenger's input torque, the motor or transmission can be controlled so that pedaling feels comfortable for the passenger. .

In the control device for a manpowered vehicle according to the fourteenth aspect according to the thirteenth aspect of the present disclosure, the torque sensor detects a torque applied to a crank of the manpowered vehicle.
According to the control device for a manpowered vehicle on the fourteenth aspect, the torque applied to the crank of the manpowered vehicle can be suitably detected.

In the control device for a manpowered vehicle according to the fifteenth aspect according to any one of the first to fourteenth aspects of the present disclosure, the control unit determines the predetermined upper limit according to a degree of fatigue of a passenger of the manpowered vehicle. At least one of the value and the load information input to the human-powered vehicle is corrected.
According to the control device for a human-powered vehicle of the fifteenth aspect, pedaling is always felt comfortable for the passenger by correcting at least one of the upper limit value and the load information determined in advance according to the degree of fatigue of the passenger. The motor or transmission can be controlled.

The control device for a manpowered vehicle according to the sixteenth aspect according to the present disclosure is a controller for a manpowered vehicle including a control unit that controls a motor that assists propulsion of the manpowered vehicle, wherein the control unit includes the manpowered vehicle. When the human power driving force input to the motor reaches a predetermined upper limit value or more, the motor is controlled to increase the assist force by the motor until the human power driving force becomes less than the predetermined upper limit value, and the predetermined upper limit The value is set according to the manual driving force applied to the crank in a state where the crank of the manual driving vehicle is positioned at a predetermined angle.
According to the control device for a manpowered vehicle of the sixteenth aspect, pedaling that makes the rider feel comfortable by setting a predetermined upper limit value according to the load information in a state where the crank is positioned in a predetermined angle range. The motor can be controlled so that

The control device for a manpowered vehicle according to the seventeenth aspect of the present disclosure is a control device for a manpowered vehicle including a control unit that controls a transmission of the manpowered vehicle, wherein the control unit is input to the manpowered vehicle. When the human driving force exceeds a predetermined upper limit value, the transmission is controlled so that the transmission ratio is reduced until the human driving force becomes less than the predetermined upper limit value. In a state in which the crank of the driving vehicle is positioned at a predetermined angle, the driving vehicle is set according to the manual driving force applied to the crank.
According to the control device for a human-powered vehicle of the seventeenth aspect, an upper limit value that is predetermined according to the human-power driving force applied to the crank is set in a state in which the crank is positioned in a predetermined angle range. The transmission can be controlled so that pedaling feels comfortable for the user.

In the control device for a manpowered vehicle according to the eighteenth aspect according to the first or sixteenth aspect of the present disclosure, the control unit determines the manpower driving force in advance after the manpower driving force becomes less than the predetermined upper limit value. When the lower limit is not reached, the motor is controlled so as to reduce the assist force by the motor.
According to the control device for a manpowered vehicle of the eighteenth aspect, when the manpower driving force is reduced, the assisting force is also reduced, so that the motor can be controlled so that pedaling feels more comfortable for the passenger.

  According to the control device for a manpowered vehicle of the present disclosure, the manpowered vehicle can be controlled so that the passenger can comfortably pedal.

The side view of the manpower drive vehicle containing the control apparatus for manpower drive vehicles of 1st Embodiment. The block diagram which shows the electrical structure of a man-powered vehicle. (A) is a graph which shows an example of the relationship between weight information and a predetermined upper limit, (b) is a graph which shows an example of the relationship between weight information and a predetermined lower limit. The flowchart which shows the process sequence of the assist process which the control part of the control apparatus for manpowered vehicles performs. The flowchart which shows the process sequence of the process which correct | amends the predetermined upper limit according to the passenger's fatigue degree which a control part performs. The graph which shows an example of the relationship between boarding time and a fatigue degree. The graph which shows an example of the relationship between a passenger's heart rate and a fatigue degree. The graph which shows an example of the relationship between a fatigue degree and the predetermined upper limit. The flowchart which shows the process sequence of the process which correct | amends load information according to the passenger's fatigue degree which a control part performs. The graph which shows an example of the relationship between the fatigue degree and the coefficient which correct | amends load information. The block diagram which shows the electric structure of the manpower drive vehicle containing the control apparatus for manpower drive vehicles of 2nd Embodiment. The flowchart which shows the process sequence of the process which sets the predetermined upper limit which the control part of the control apparatus for manpowered vehicles of FIG. 11 performs. The block diagram which shows the electric constitution of the manpower drive vehicle containing the control apparatus for manpower drive vehicles of 3rd Embodiment. The flowchart which shows the process sequence of the process which sets the predetermined upper limit performed by the control part of the control apparatus for manpowered vehicles of FIG. The block diagram which shows the electric constitution of the manpower drive vehicle containing the control apparatus for manpower drive vehicles of 4th Embodiment. The block diagram which shows the electric constitution of the manpower drive vehicle containing the control apparatus for manpower drive vehicles of 5th Embodiment. The flowchart which shows the process sequence of the process which sets the predetermined upper limit which the control part of FIG. 16 performs. The flowchart which shows the process sequence of the process which sets the predetermined upper limit which the control part of the manpower drive vehicle containing the control apparatus for manpower drive vehicles of 6th Embodiment performs. The block diagram which shows the electric constitution of the manpower drive vehicle containing the control apparatus for manpower drive vehicles of 7th Embodiment. The flowchart which shows the process sequence of the gear ratio change process which the control part of the control apparatus for manpowered vehicles of FIG. 19 performs. The block diagram which shows the electric constitution of the manpower drive vehicle containing the control apparatus for manpower drive vehicles of 8th Embodiment. The block diagram of the control apparatus for human-powered vehicles of a modification. The block diagram of the control apparatus for manpower drive vehicles of another modification.

(First embodiment)
With reference to FIGS. 1-10, the control apparatus 40 for human-powered vehicles of 1st Embodiment is demonstrated. Hereinafter, the control device 40 for manpowered vehicles is simply referred to as the control device 40. The control device 40 is provided in the manpower driven vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force. The man-powered vehicle 10 is not limited in the number of wheels, and includes, for example, a single-wheel vehicle and a vehicle having three or more wheels. The manpowered vehicle 10 includes various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbents, and electrically assisted bicycles (E-bike). Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.

  As shown in FIG. 1, the manpower driven vehicle 10 includes a crank 12, drive wheels 14, and a motor 16. The manpowered vehicle 10 further includes a frame 18. A manual driving force is input to the crank 12. The crank 12 includes a crankshaft 12A that can rotate with respect to the frame 18, and crank arms 12B that are provided at both ends of the crankshaft 12A in the axial direction. A pedal 20 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 18. The crank 12 and the drive wheel 14 are connected by a drive mechanism 22. Drive mechanism 22 includes a first rotating body 24 coupled to crankshaft 12A. The crankshaft 12A and the first rotating body 24 may be coupled via a first one-way clutch. The first one-way clutch is configured to cause the first rotating body 24 to rotate forward when the crank 12 rotates forward and to prevent the first rotating body 24 from rotating backward when the crank 12 rotates backward. The first rotating body 24 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 22 further includes a connecting member 26 and a second rotating body 28. The connecting member 26 transmits the rotational force of the first rotating body 24 to the second rotating body 28. The connecting member 26 includes, for example, a chain, a belt, or a shaft.

  The second rotating body 28 is connected to the drive wheel 14. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 28 and the drive wheel 14. The second one-way clutch is configured such that when the second rotating body 28 is rotated forward, the driving wheel 14 is rotated forward, and when the second rotating body 28 is rotated backward, the driving wheel 14 is not rotated backward. .

  The manpowered vehicle 10 includes a front wheel and a rear wheel. A front wheel is attached to the frame 18 via a front fork 18A. A handlebar 10H is connected to the front fork 18A via a stem 18B. 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 FIG. 2, the manpowered vehicle 10 further includes a drive circuit 30 for the motor 16, a battery 32, a torque sensor 34, a fatigue detection unit 36, and a control device 40.
The motor 16 and the drive circuit 30 are preferably provided in the same housing. The drive circuit 30 controls power supplied from the battery 32 to the motor 16. The drive circuit 30 is communicably connected to the control unit 42 of the control device 40 by wire or wireless. The drive circuit 30 can communicate with the control unit 42 by serial communication, for example. The drive circuit 30 drives the motor 16 according to a control signal from the control unit 42. The drive circuit 30 may be included in the control device 40 or may be included in the control unit 42. The motor 16 is configured to assist the propulsion of the human-powered vehicle 10. The motor 16 includes an electric motor. The motor 16 is provided so as to transmit rotation to the transmission path of the manpower driving force from the pedal 20 to the rear wheel or to the front wheel. The motor 16 is provided on the frame 18, the rear wheel, or the front wheel of the human-powered vehicle 10. In the present embodiment, the motor 16 is coupled to a power transmission path from the crankshaft 12 </ b> A to the first rotating body 24. In the power transmission path between the motor 16 and the crankshaft 12A, a one-way clutch is provided to prevent the motor 16 from rotating by the rotational force of the crank 12 when the crankshaft 12A is rotated in the direction in which the manpowered vehicle 10 moves forward. Preferably it is provided. The housing in which the motor 16 and the drive circuit 30 are provided may be provided with a configuration other than the motor 16 and the drive circuit 30. For example, a speed reducer that decelerates and outputs the rotation of the motor 16 may be provided. Drive circuit 30 includes an inverter circuit.

  The battery 32 includes one or a plurality of battery cells. The battery cell includes a rechargeable battery. The battery 32 is provided in the manpowered vehicle 10 and supplies power to other electrical components that are electrically connected to the battery 32 by wire, for example, the motor 16 and the control device 40. The battery 32 is communicably connected to the control unit 42 by wire or wireless. The battery 32 can communicate with the control unit 42 by, for example, PLC (Power Line Communication). The battery 32 may be attached to the outside of the frame 18, or at least a part of the battery 32 may be accommodated inside the frame 18.

  The torque sensor 34 is provided in a housing in which the motor 16 is provided. The torque sensor 34 detects the human power driving force input to the human power driving vehicle 10. In one example, the torque sensor 34 detects torque applied to the crank 12 of the manpowered vehicle 10. For example, when the first one-way clutch is provided in the power transmission path, the torque sensor 34 is provided upstream of the first one-way clutch in the power transmission path. The torque sensor 34 includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. When the torque sensor 34 includes a strain sensor, the strain sensor is provided, for example, on the outer peripheral portion of the rotating body included in the power transmission path. The torque sensor 34 may include a wireless or wired communication unit. The communication unit of the torque sensor 34 is configured to be able to communicate with the control unit 42 of the control device 40.

  The fatigue detection unit 36 includes at least one of a first sensor that measures the travel time of the human-powered vehicle 10 and a second sensor that detects information related to the heart rate of the passenger of the human-powered vehicle 10. The fatigue detection unit 36 may include a first sensor and does not include a second sensor, may include a second sensor and does not include a first sensor, or may include a first sensor. The structure including both a sensor and a 2nd sensor may be sufficient. An example of the first sensor is a timer. The timer is communicably connected to the control unit 42 by wire or wireless. When the first sensor is used for the fatigue detection unit 36, the fatigue detection unit 36 may be included in the control unit 42. FIG. 2 illustrates a configuration in which the control unit 42 and the fatigue detection unit 36 are individually provided. When the first sensor detects that the crank 12 has been rotated forward by, for example, a crank rotation sensor (not shown), the first sensor starts counting the timer. The first sensor stops the timer counting when the crank 12 does not rotate forward. The first sensor resets the timer count when the crank 12 has not rotated forward for a predetermined time. An example of the second sensor is a pulse wave sensor that is attached to the wrist of the passenger and measures the pulse wave of the wrist of the passenger. The pulse wave sensor is communicably connected to the control unit 42 of the control device 40 by wire or wireless.

  The control device 40 includes a control unit 42 that controls the motor 16 that assists the propulsion of the human-powered vehicle 10. In one example, the control device 40 further includes a storage unit 44. Control unit 42 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 42 may include one or a plurality of microcomputers. The control unit 42 may include a plurality of arithmetic processing devices arranged at a plurality of locations apart from each other. The storage unit 44 stores various control programs and information used for various control processes. The storage unit 44 includes, for example, a nonvolatile memory and a volatile memory. The control part 42 and the memory | storage part 44 are provided in the housing in which the motor 16 is provided, for example.

  The control unit 42 controls the motor 16 according to the manual driving force input to the manual driving vehicle 10. In this embodiment, the human power driving force is indicated by torque (Nm). The controller 42 starts driving the motor 16 when the human driving force becomes equal to or greater than the first predetermined value TX1, and stops driving the motor 16 when the human driving force becomes equal to or less than the second predetermined value TX2. An example of the first predetermined value TX1 is 5 Nm. An example of the second predetermined value TX2 is 3Nm. The control unit 42 executes an assist process for controlling the motor 16 so that a passenger of the human-powered vehicle 10 can travel the human-powered vehicle 10 with an appropriate human-powered driving force. In the assist process, the control unit 42 increases the assist force by the motor 16 until the human-powered vehicle 10 becomes less than a predetermined upper limit value when the human-powered driving force input to the human-powered vehicle 10 becomes equal to or higher than a predetermined upper limit value. Thus, the motor 16 is controlled. The predetermined upper limit value is set according to the load information input to the human-powered vehicle 10. The load information includes the weight information of the passenger of the human-powered vehicle 10. The weight information includes the weight of the passenger actually boarding the human-powered vehicle 10 or the average weight of a plurality of passengers estimated to board. The average weight of a plurality of passengers estimated to board may be the average weight of a family or may be the average weight for each gender in a predetermined country or region. The control unit 42 is configured to be able to control the motor 16 so that the ratio of the assist force by the motor 16 to the human driving force becomes a predetermined ratio.

  In the assist process, the control unit 42 controls the motor 16 so as to reduce the assist force by the motor 16 when the human power driving force falls below a predetermined lower limit value after the human power driving force becomes less than the predetermined upper limit value. . In the present embodiment, the predetermined upper limit value and lower limit value are each indicated by torque (Nm). The predetermined upper limit value and lower limit value are larger than the first and second predetermined values TX1, TX2, respectively.

  The control device 40 includes an input unit 46 for inputting weight information. The input unit 46 is communicably connected to the control unit 42 by wire or wireless. The control unit 42 stores the weight information of the passenger of the human-powered vehicle 10 from the input unit 46 in the storage unit 44. The storage unit 44 may previously store weight information for each predetermined country or region and gender. In this case, the user may communicate weight information to the control unit 42 by, for example, operating the input unit 46 and selecting a predetermined country or region and gender.

  The storage unit 44 includes information indicating the relationship between the weight of the passenger of the human-powered vehicle 10 and a predetermined upper limit value, and information indicating the relationship between the weight of the passenger of the human-powered vehicle 10 and the predetermined lower limit value. It is remembered. Information indicating the relationship between the weight of the passenger of the human-powered vehicle 10 and the predetermined upper limit value may be stored in the storage unit 44 as a graph as shown in FIG. As shown in FIG. 3A, data indicating the correspondence between the weight and the predetermined upper limit value may be stored in the storage unit 44 as a calculation table. Information indicating the relationship between the weight of the occupant of the human-powered vehicle 10 and the predetermined lower limit value may be stored in the storage unit 44 as a graph as shown in FIG. 3B, or the storage unit 44 as a relational expression. As shown in FIG. 3B, data indicating the correspondence between the weight and the predetermined lower limit value may be stored in the storage unit 44 as a calculation table. When the passenger operates the input unit 46 to input the weight information of the passenger, the control unit 42 sets a predetermined upper limit value from the input weight using, for example, the graph of FIG. For example, using the graph of FIG. 3B, a predetermined lower limit value is set from the input weight.

  With reference to FIG. 4, the processing procedure of the assist process will be described. When power is supplied from the battery 32 to the control unit 42, the control unit 42 starts processing and proceeds to step S11 of the flowchart shown in FIG. As long as power is supplied, the control unit 42 repeatedly executes the processing from step S11 every predetermined time.

In step S11, the control unit 42 acquires the human driving force from the detection information of the torque sensor 34, and proceeds to step S12. In step S12, the control unit 42 determines whether the human driving force is equal to or greater than a first predetermined value TX1. The control unit 42 compares the human power driving force acquired in step S11 with the first predetermined value TX1. If the controller 42 determines in step S12 that the human driving force is equal to or greater than the first predetermined value TX1, the controller 42 proceeds to step S13. If the control unit 42 determines in step S12 that the human driving force is not equal to or greater than the first predetermined value TX1, the control unit 42 proceeds to step S11.
In step S13, the control unit 42 determines whether or not the human driving force is equal to or greater than a predetermined upper limit value. In step S13, the control unit 42 compares the human driving force acquired in step S11 with a predetermined upper limit value.

  If the controller 42 determines in step S13 that the manpower driving force is greater than or equal to a predetermined upper limit, the controller 42 increases the assisting force by the motor 16 in step S14, and then proceeds to step S18. In step S <b> 14, the control unit 42 increases the assist force by the motor 16 so that the assist force by the motor 16 with respect to the human power driving force becomes larger than a predetermined ratio. As a method for increasing the assist force by the motor 16, the following first to fifth examples can be given. In the first example, the control unit 42 increases the assist force by the motor 16 by increasing a predetermined ratio. In the second example, the control unit 42 increases the assist force by the motor 16 by adding a predetermined value to the assist force by the motor 16. In the third example, the assist force by the motor 16 is increased by multiplying the assist force by the motor 16 by a predetermined first coefficient. The first coefficient is a value greater than 1. In the fourth example, the control unit 42 calculates the difference between the human power driving force and a predetermined upper limit value, and adds the value corresponding to the calculated difference to the assisting force by the motor 16, thereby assisting the assisting force by the motor 16. Increase. In the fifth example, the assist force by the motor 16 is increased by calculating the difference between the human driving force and a predetermined upper limit value and multiplying the assist force by the motor 16 by the second coefficient corresponding to the calculated difference. Let The second coefficient is a value greater than 1. The control unit 42 can increase the assist force by the motor 16 within a range in which the predetermined ratio is equal to or less than the upper limit ratio determined by laws and regulations.

  If the controller 42 determines in step S13 that the human driving force is less than a predetermined upper limit value, the controller 42 proceeds to step S15. In step S15, the control unit 42 determines whether the human driving force is equal to or less than a predetermined lower limit value. In step S15, the control unit 42 compares the human driving force acquired in step S11 with a predetermined lower limit value.

  If the control unit 42 determines in step S15 that the human power driving force is equal to or less than the predetermined lower limit value, the control unit 42 decreases the assisting force by the motor 16 in step S16, and proceeds to step S18. In step S <b> 16, the control unit 42 reduces the assist force by the motor 16 so that the assist force by the motor 16 with respect to the human driving force is smaller than a predetermined ratio. As a method for reducing the assist force by the motor 16, the following first to fifth examples are given. In the first example, the control unit 42 decreases the assist force by the motor 16 by decreasing a predetermined ratio. In the second example, the control unit 42 reduces the assist force by the motor 16 by subtracting a predetermined value from the assist force by the motor 16. In the third example, the assist force by the motor 16 is decreased by multiplying the assist force by the motor 16 by a predetermined third coefficient. The third coefficient is a value greater than 0 and less than 1. In the fourth example, the control unit 42 calculates the difference between the human power driving force and a predetermined lower limit value, and subtracts the value corresponding to the calculated difference from the assisting force by the motor 16, thereby assisting the assisting force by the motor 16. Decrease. In the fifth example, the difference between the human driving force and a predetermined lower limit value is calculated, and the assist force by the motor 16 is reduced by multiplying the assist force by the motor 16 by the fourth coefficient corresponding to the calculated difference. Let The fourth coefficient is a value greater than 0 and less than 1.

  If the control unit 42 determines in step S15 that the human driving force is not equal to or less than a predetermined lower limit value, the control unit 42 proceeds to step S17. In step S17, the control unit 42 controls the motor 16 so that the assisting force by the motor 16 with respect to the human driving force becomes a predetermined ratio, and the process proceeds to step S18.

  In step S18, the control unit 42 determines whether or not the human driving force is equal to or less than a second predetermined value TX2. The control unit 42 compares the human power driving force acquired in step S11 with the second predetermined value TX2. If the control unit 42 determines in step S18 that the human driving force is equal to or less than the second predetermined value TX2, the control unit 42 proceeds to step S19. The control part 42 stops the motor 16 in step S19, and complete | finishes a process. If the control unit 42 determines in step S18 that the human driving force is not equal to or less than the second predetermined value TX2, the process ends.

Next, with reference to FIG. 5 to FIG. 10, the assisting force correction process of the motor 16 according to the fatigue level of the passenger of the human-powered vehicle 10 will be described.
The control unit 42 corrects at least one of a predetermined upper limit value and load information according to the degree of fatigue of the passenger of the human-powered vehicle 10. Thereby, since the relationship between the predetermined upper limit value and the load information is changed according to the degree of fatigue, the assist force of the motor 16 is changed. The control unit 58 may correct the load information according to the degree of fatigue of the passenger of the human-powered vehicle 10 and may not correct the predetermined upper limit value. The controller 58 may correct the upper limit value and the load information that are determined in advance according to the degree of fatigue of the passenger of the human-powered vehicle 10.

  The control unit 42 calculates the fatigue level of the passenger of the human-powered vehicle 10 according to the detection information of the fatigue detection unit 36. When the fatigue detection unit 36 includes the second sensor, the storage unit 44 stores information representing the relationship between the boarding time of the human-powered vehicle 10 and the fatigue level. Information representing the relationship between the boarding time and the fatigue level of the human-powered vehicle 10 may be stored in the storage unit 44 as a graph as shown in FIG. 6 or may be stored in the storage unit 44 as a relational expression. Good. FIG. 6 shows a case where the fatigue level increases as the boarding time of the human-powered vehicle 10 increases. The control unit 42 calculates the fatigue level of the passenger from the boarding time of the human-powered vehicle 10 detected from the second sensor. When the fatigue detection unit 36 includes the first sensor, the storage unit 44 stores information indicating the relationship between the heart rate and the fatigue level. Information representing the relationship between the heart rate and the fatigue level may be stored in the storage unit 44 as a graph or may be stored in the storage unit 44 as a relational expression, as shown in FIG. FIG. 7 shows a case where the degree of fatigue increases as the occupant's heart rate increases. The control unit 42 calculates the degree of fatigue of the passenger according to the heart rate of the passenger detected from the first sensor.

  FIG. 5 is a flowchart showing a processing procedure in the case of correcting a predetermined upper limit value in accordance with the degree of fatigue of the passenger of the human-powered vehicle 10. This process is repeatedly executed every predetermined time in the period during which the assist process is executed.

  In step S21, the control unit 42 determines whether the fatigue level of the passenger of the human-powered vehicle 10 is equal to or greater than a threshold value. The control unit 42 calculates the fatigue level according to the detection information of the fatigue detection unit 36, and compares the calculated fatigue level with a threshold value. The threshold is preset by a test or the like.

  When determining that the fatigue level of the occupant of the human-powered vehicle 10 is greater than or equal to the threshold value in step S21, the control unit 42 corrects the predetermined upper limit value in step S22. If the control part 42 determines with the fatigue degree of the passenger of the human-powered vehicle 10 being less than a threshold value in step S21, once a process will be complete | finished. In this case, the predetermined upper limit value is not corrected.

  When correcting the predetermined upper limit value, the storage unit 44 stores information representing the relationship between the fatigue level and the predetermined upper limit value. Information representing the relationship between the degree of fatigue and a predetermined upper limit value may be stored in the storage unit 44 as a graph, or may be stored in the storage unit 44 as a relational expression, as shown in FIG. FIG. 8 shows a case where the predetermined upper limit value decreases as the fatigue level increases. The control unit 42 controls the motor 16 so that the assist force by the motor 16 increases as the fatigue level of the passenger of the human-powered vehicle 10 increases. The control unit 42 calculates a predetermined upper limit value from the calculated fatigue level. When changing the predetermined upper limit value, when the control unit 42 determines that the fatigue level of the occupant of the human-powered vehicle 10 is equal to or greater than the threshold value, a value obtained by subtracting a predetermined value from the predetermined upper limit value or a predetermined value is determined. A value obtained by multiplying the upper limit value by a predetermined fifth coefficient may be set as a new upper limit value. The fifth coefficient is a value greater than 0 and less than 1.

  FIG. 9 is a flowchart showing a processing procedure when the load information is corrected according to the fatigue level of the passenger of the human-powered vehicle 10. This process is repeatedly executed every predetermined time in the period during which the assist process is executed.

In step S31, the control unit 42 determines whether the degree of fatigue of the passenger of the human-powered vehicle 10 is greater than or equal to a threshold value. This determination is the same as step S21 in FIG.
If the control part 42 determines in step S31 that the fatigue level of the passenger of the human-powered vehicle 10 is equal to or greater than the threshold value, the control part 42 corrects the load information in step S32. If the control part 42 determines with the fatigue degree of the passenger of the human-powered vehicle 10 being less than a threshold value in step S31, it will complete | finish a process once. In this case, the load information is not corrected.

  When correcting the load information, the storage unit 44 stores information representing the relationship between the degree of fatigue and a coefficient for correcting the load information. Information representing the relationship between the degree of fatigue and the coefficient for correcting the load information may be stored in the storage unit 44 as a graph as shown in FIG. 10, or stored in the storage unit 44 as a relational expression. It may be. FIG. 10 shows a case where the coefficient for correcting the load information decreases as the fatigue level increases. The coefficient for correcting the load information is greater than 0 and 1 or less. In one example, the coefficient is 1 when the fatigue level is low, and gradually decreases from 1 as the fatigue level increases. The control unit 42 controls the motor 16 so that the assist force by the motor 16 increases as the fatigue level of the passenger of the human-powered vehicle 10 increases. The control unit 42 calculates a coefficient for correcting the load information from the calculated fatigue level. The control unit 42 obtains new load information by multiplying the load information by a coefficient for correcting the load information. The control unit 42 acquires a predetermined upper limit value from new load information acquired using, for example, the graph of FIG.

  In the present embodiment, the control unit 42 corrects the predetermined upper limit value according to the degree of fatigue of the passenger of the human-powered vehicle 10 and does not correct the load information. The control unit 42 does not need to correct the predetermined upper limit value by correcting the load information according to the fatigue level of the passenger of the human-powered vehicle 10. The control unit 42 may correct the predetermined upper limit value and load information in accordance with the degree of fatigue of the passenger of the human-powered vehicle 10.

(Second Embodiment)
With reference to FIG. 11 and FIG. 12, the control apparatus 40 of 2nd Embodiment is demonstrated. The control device 40 of the second embodiment is mainly different from the control device 40 of the first embodiment in the load information acquisition method. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and redundant descriptions are omitted.

  As shown in FIG. 11, the control device 40 further includes a first load sensor 48 that is provided on the pedal 20 of the human-powered vehicle 10 and detects a load applied to the pedal 20. Load information is detected by the first load sensor 48. The first load sensor 48 is communicably connected to the control unit 42 by wire or wireless. The first load sensor 48 outputs detection information of the first load sensor 48 to the control unit 42. The first load sensor 48 detects a load applied to the pedal 20 at every predetermined sampling period.

  The control device 40 further includes an operation switch 50. The operation switch 50 includes one or more switches. The operation switch 50 is communicably connected to the control unit 42 by wire or wireless. Control unit 42 includes a counter 42A for measuring time. The control unit 42 starts counting by the counter 42A when the operation switch 50 is operated. The input unit 46 of the first embodiment may include an operation switch 50.

  In the present embodiment, a predetermined upper limit value is set according to the load information detected while the passenger is riding on the human-powered vehicle 10. In one example, the control unit 42 includes a normal mode and a calibration mode for setting a predetermined upper limit value. When the operation switch 50 is operated, the control unit 42 sets the calibration mode. In one example, the normal mode is a mode when the calibration mode is not set, and is a mode in which the control of the first embodiment can be executed. The control unit 42 sets a predetermined upper limit value according to the load information detected by the first load sensor 48 in the calibration mode.

  FIG. 12 is a flowchart showing a processing procedure for setting a predetermined upper limit value in the calibration mode. In the present embodiment, when the operation switch 50 is operated in a state where the passenger has boarded the human-powered vehicle 10, the control unit 42 starts the process and proceeds to step S41 of the flowchart shown in FIG. The control unit 42 can determine whether or not the occupant is on the human-powered vehicle 10 according to the load information detected by the first load sensor 48, for example. For example, when the load information detected by the first load sensor 48 is equal to or greater than a predetermined value, the control unit 42 determines that the occupant is in a state of boarding the human-powered vehicle 10.

  The controller 42 starts counting by the counter 42A in step S41, acquires load information in step S42, and proceeds to step S43. The control unit 42 acquires the load applied to the pedal 20 detected by the first load sensor 48 as load information.

  The control unit 42 determines whether or not the number of counts accumulated in step S43 is equal to or greater than a threshold value. The threshold value is, for example, a count number that becomes the maximum value of the time required for the passenger to make one rotation of the crank 12 after starting the count in the calibration mode, and is set in advance by a test or the like.

  If the control unit 42 determines that the count number integrated in step S43 is less than the threshold value, the control unit 42 proceeds to step S42. Thereby, the load information detected by the first load sensor 48 is continuously acquired until the count number reaches the threshold value. The acquired load information is stored in the storage unit 44. If it determines with the count number integrated | accumulated in step S43 being more than a threshold value, the control part 42 will set the predetermined upper limit according to the maximum value among the load information acquired in step S44. The control unit 42 refers to a plurality of load information acquired in a period from the start of counting until the count reaches the threshold value, and determines in advance according to the maximum value among the plurality of load information. Set the upper limit. In one example, the load information includes pedal load information indicating a load applied to the pedal 20 of the human-powered vehicle 10, and multiplies the length of the crank 12 of the human-powered vehicle 10, the gravitational acceleration, and the pedal load information. Is used to set a predetermined upper limit value. In the present embodiment, the pedal load information represents the maximum load applied to the pedal. The length of the crank 12 is defined by, for example, the length from the center axis of the crankshaft 12A to the axis of the pedal shaft of the crank arm 12B. The length of the crank 12 and the gravitational acceleration are stored in the storage unit 44. The control unit 42 sets the torque calculated by multiplying the maximum value of the load information acquired in step S44, the length of the crank 12 stored in the storage unit 44, and the gravitational acceleration to a predetermined upper limit value. To do. After the predetermined upper limit value is set, the control unit 42 resets the count number in step S45. The control unit 42 may set a predetermined upper limit value by multiplying the length of the crank 12 of the human-powered vehicle 10 and the pedal load information in step S44.

(Third embodiment)
With reference to FIG. 13 and FIG. 14, the control apparatus 40 of 3rd Embodiment is demonstrated. The control device 40 of the third embodiment is mainly different from the control device 40 of the second embodiment in the load information acquisition method. In the following description, components that are the same as those in the second embodiment are denoted by the same reference numerals as those in the second embodiment, and redundant descriptions are omitted.

  The manpowered vehicle 10 further includes a crank rotation sensor 52. The crank rotation sensor 52 detects at least one of the rotation phase position, the rotation amount, and the rotation direction of the crank arm 12B. The crank rotation sensor 52 may detect the rotation phase position, rotation amount, and rotation direction of the crank arm 12B, and may not detect the rotation amount and rotation direction. The crank rotation sensor 52 may detect the amount of rotation of the crank arm 12B and may not detect the rotation phase position and the rotation direction. The crank rotation sensor 52 may detect the rotation direction of the crank arm 12B and may not detect the rotation amount and the rotation phase position. The crank rotation sensor 52 may detect any two combinations of the rotation phase position, the rotation amount, and the rotation direction of the crank arm 12B, and may not detect the remaining one. The crank rotation sensor 52 may detect all of the rotation phase position, the rotation amount, and the rotation direction of the crank arm 12B. The crank rotation sensor 52 is attached to the frame 18 of the human-powered vehicle 10 or a housing in which the motor 16 is provided. The crank rotation sensor 52 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 from the crankshaft 12A to the first rotating body 24.

  The crank rotation sensor 52 may be provided on a member that rotates integrally with the crankshaft 12 </ b> A in the transmission path of the manual driving force from the crankshaft 12 </ b> A to the first rotating body 24. For example, the crank rotation sensor 52 may be provided on the first rotating body 24 when a one-way clutch is not provided between the crankshaft 12 </ b> A and the first rotating body 24.

  In the present embodiment, a predetermined upper limit value is set according to the load information detected by the first load sensor 48 in a state where the crank 12 of the human-powered vehicle 10 is located in a predetermined angle range. In one example, the control unit 42 sets a predetermined upper limit value in accordance with load information detected by the first load sensor 48 when the crank 12 of the human-powered vehicle 10 is located in a predetermined angle range in the calibration mode. To do. The predetermined angle range can be arbitrarily changed by the passenger. The predetermined angle range preferably includes a position where the crank arm of the crank 12 is rotated 90 ° from the top dead center and the bottom dead center.

  FIG. 14 is a flowchart showing a processing procedure of processing for setting a predetermined upper limit value in the calibration mode. When the operation switch 50 is operated in a state where the passenger has boarded the human-powered vehicle 10, the control unit 42 starts the processing and proceeds to step S51 in the flowchart shown in FIG. 14, and the rotational phase position of the crank arm 12B. Is carried out until it falls outside the angle range from within the predetermined angle range. The control unit 42 can determine whether or not the occupant is on the human-powered vehicle 10 according to the load information detected by the first load sensor 48, for example. For example, when the load information detected by the first load sensor 48 is equal to or greater than a predetermined value, the control unit 42 determines that the occupant is in a state of boarding the human-powered vehicle 10.

  The controller 42 acquires the rotational phase position of the crank arm 12B in step S51, and proceeds to step S52. In step S52, the control unit 42 determines whether the rotational phase position of the crank arm 12B is within a predetermined angle range.

  If the controller 42 determines in step S52 that the rotational phase position of the crank arm 12B is within the predetermined angle range, the controller 42 acquires the load information detected by the first load sensor 48 in step S53, and proceeds to step S51. . When determining that the rotational phase position of the crank arm 12B is outside the predetermined angle range in Step S52, the control unit 42 determines whether or not the load information has been acquired over the entire predetermined angle range in Step S54. In one example, when the crank arm 12B passes through a predetermined angle range, the control unit 42 determines that load information has been acquired over the entire predetermined angle range. If the control unit 42 determines in step S54 that load information has not been acquired over the entire angle range determined in advance, the process proceeds to step S51. When determining that the load information has been acquired over the entire angle range determined in advance in step S54, the control unit 42 sets a predetermined upper limit value according to the maximum value of the load information acquired in step S55. The predetermined upper limit value setting method in step S55 is the same as the predetermined upper limit value setting method in step S44 of FIG. 12 of the second embodiment.

  In the flowchart of FIG. 14, step S54 and step S55 may be omitted. In this case, the control unit 42 is configured to repeat Step S52 when it is determined in Step S52 that the rotational phase position of the crank arm 12B is not within a predetermined angle range. Moreover, after acquiring the load information detected by the 1st load sensor 48 in step S53, the control part 42 sets the predetermined upper limit according to the acquired load information, and complete | finishes a process.

(Fourth embodiment)
With reference to FIG. 1 and FIG. 15, the control apparatus 40 of 4th Embodiment is demonstrated. The control device 40 of the fourth embodiment is mainly different from the control device 40 of the first embodiment in the load information acquisition method. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and redundant descriptions are omitted.

  As shown in FIG. 1, the control device 40 further includes a second load sensor 54 that is provided in the riding part 10 </ b> X of the human-powered vehicle 10 and detects a load applied to the riding part 10 </ b> X. Load information is detected by the second load sensor 54. The load information in the present embodiment includes the weight information of the passenger of the human-powered vehicle 10. The riding section 10X includes at least one of a saddle 10S and a seat post 10P. The boarding part 10X includes at least a saddle 10S. The riding section 10X may further include a seat post 10P. In one example, the second load sensor 54 is provided in the saddle 10S. The second load sensor 54 includes, for example, a pressure sensor or a strain gauge. As shown in FIG. 15, the second load sensor 54 is communicably connected to the control unit 42 by wire or wirelessly. The second load sensor 54 outputs the detected load information to the control unit 42.

  The control unit 42 acquires weight information from the load information detected by the second load sensor 54, sets a predetermined upper limit value using, for example, the graph of FIG. 3A of the first embodiment, for example, A predetermined lower limit value is set using the graph of FIG. 3B of the first embodiment.

(Fifth embodiment)
With reference to FIG. 16 and FIG. 17, the control apparatus 40 of 5th Embodiment is demonstrated. The control device 40 of the fifth embodiment is mainly different from the control device 40 of the first embodiment in the load information acquisition method. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and redundant descriptions may be omitted.

  As shown in FIG. 16, the control device 40 of the present embodiment further includes a torque sensor 34 that detects the human power driving force input to the human power driving vehicle 10. Load information is set according to the detection result of the torque sensor 34. In one example, the control unit 42 includes a normal mode and a calibration mode for setting a predetermined upper limit value. When the operation switch 50 is operated, the control unit 42 sets the calibration mode. In the normal mode, the control unit 42 calculates load information according to the torque applied to the crank 12 that is the detection result of the torque sensor 34. The control unit 42 sets the assist force by the motor 16 according to the load information. In the calibration mode, the control unit 42 sets a predetermined upper limit value according to the load information detected by the first load sensor 48.

  FIG. 17 is a flowchart showing a processing procedure for setting a predetermined upper limit value in the calibration mode. When the operation switch 50 is operated in a state where the occupant is on the human-powered vehicle 10, the control unit 42 starts the process and proceeds to step S71 of the flowchart shown in FIG. The control unit 42 can determine whether or not the occupant is on the human-powered vehicle 10 according to, for example, torque detected by the torque sensor 34. For example, when the torque detected by the torque sensor 34 is equal to or greater than a predetermined value, the control unit 42 determines that the occupant is in a state of boarding the human-powered vehicle 10.

  The control unit 42 starts counting by the counter 42A in step S71. The control unit 42 acquires torque detected by the torque sensor 34 in step S72, acquires load information from the torque detected in step S73, and proceeds to step S74.

The control unit 42 determines whether or not the count number accumulated in step S74 is equal to or greater than a threshold value. The threshold value is the same as the threshold value in step S43 of the second embodiment.
If the control unit 42 determines that the count number integrated in step S74 is less than the threshold value, the control unit 42 proceeds to step S72. Thus, the torque detected by the torque sensor 34 is continuously acquired until the count number reaches the threshold value. The acquired torque is stored in the storage unit 44. When determining that the number of counts integrated in step S74 is equal to or greater than the threshold, the control unit 42 sets the maximum value of the load information acquired in step S75 to a predetermined upper limit value. The control unit 42 refers to the plurality of load information acquired until the count number reaches the threshold value from the storage unit 44, and sets the maximum value among the plurality of load information to a predetermined upper limit value. After the upper limit value set in advance is set, the control unit 42 resets the count number in step S76.

(Sixth embodiment)
With reference to FIG. 18, the control apparatus 40 of 6th Embodiment is demonstrated. The control device 40 of the sixth embodiment is mainly different from the control device 40 of the third embodiment in the setting method of the upper limit value. In the following description, the same components as those in the third embodiment are denoted by the same reference numerals as those in the third embodiment, and redundant descriptions may be omitted.

  The control device 40 according to the present embodiment includes a control unit 42 that controls the motor 16 that assists the propulsion of the human-powered vehicle 10. When the human power driving force input to the human-powered vehicle 10 is equal to or greater than a predetermined upper limit value, the control unit 42 causes the motor 16 to increase the assist force by the motor 16 until the human power driving force is lower than the predetermined upper limit value. Control. The predetermined upper limit value is set according to the human power driving force applied to the crank 12 in a state where the crank 12 of the human powered vehicle 10 is positioned at a predetermined angle. For example, in the calibration mode, the control unit 42 sets a predetermined upper limit value according to the torque detected by the torque sensor 34 when the crank 12 of the human-powered vehicle 10 is positioned at a predetermined angle. The predetermined angle can be arbitrarily changed by the passenger.

  FIG. 18 is a flowchart illustrating an example of a processing procedure for setting a predetermined upper limit value in the calibration mode. When the operation switch 50 is operated in a state where the occupant has boarded the human-powered vehicle 10, the control unit 42 starts the process and proceeds to step S81 of the flowchart shown in FIG. The control unit 42 can determine whether or not the occupant is on the human-powered vehicle 10 according to the load information detected by the first load sensor 48, for example. For example, when the load information detected by the first load sensor 48 is equal to or greater than a predetermined value, the control unit 42 determines that the occupant is in a state of boarding the human-powered vehicle 10.

  The control unit 42 acquires the rotational phase position of the crank arm 12B in step S81, and proceeds to step S82. In step S82, the control unit 42 determines whether or not the rotational phase position of the crank arm 12B is a predetermined angle.

  If the controller 42 determines in step S82 that the rotational phase position of the crank arm 12B is not a predetermined angle, the controller 42 proceeds to step S81. In the calibration mode, the control unit 42 continues to acquire the rotational phase position of the crank arm 12B until the rotational phase position of the crank arm 12B reaches a predetermined angle.

  When determining that the rotational phase position of the crank arm 12B is a predetermined angle in step S82, the control unit 42 acquires the torque detected by the torque sensor 34 in step S83, and proceeds to step S84. The control unit 42 sets the torque acquired in step S84 to a predetermined upper limit value. For example, in step S84, the control unit 42 may set a value obtained by multiplying the acquired torque by a predetermined coefficient to a predetermined upper limit value, or set a value obtained by adding the predetermined value to the acquired torque to a predetermined upper limit value. It may be set to a value. The predetermined angle preferably includes a position where the crank arm of the crank 12 is rotated 90 ° from the top dead center and the bottom dead center.

(Seventh embodiment)
With reference to FIG. 19 and FIG. 20, the control apparatus 40 of 7th Embodiment is demonstrated. The control device 40 according to the seventh embodiment is mainly different from the control device 40 according to the first embodiment in that the manpower driving force is set to be less than a predetermined upper limit value by the transmission 56 instead of the motor 16. Different. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and redundant descriptions are omitted.

  As shown in FIG. 19, the control device 40 for a manpowered vehicle according to the present embodiment includes a control unit 58 that controls the transmission 56 of the manpowered vehicle 10. The manpowered vehicle 10 further includes an actuator 62 that controls the transmission 56. The gear ratio is changed when the actuator 62 operates the transmission 56. The gear ratio is the ratio of the rotational speed of the drive wheel 14 to the rotational speed of the crank 12. The torque sensor 34 and the fatigue detection unit 36 are connected to the control unit 58 so that they can communicate with each other by wire or wirelessly. The transmission 56 includes, for example, at least one of an internal transmission and a derailleur. The transmission 56 may include an internal transmission and may not include a derailleur, may include a derailleur and may not include an internal transmission, or may include both an internal transmission and a derailleur. It may be a configuration.

  In one example, the control device 40 further includes a storage unit 60. Control unit 58 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 58 may include one or a plurality of microcomputers. The control unit 58 may include a plurality of arithmetic processing devices that are arranged separately at a plurality of locations. The storage unit 60 stores various control programs and information used for various control processes. The storage unit 60 includes, for example, a nonvolatile memory and a volatile memory. The control unit 58 and the storage unit 60 may be provided, for example, in a housing in which the motor 16 is provided, or may be provided in the housing of the actuator 62.

  The actuator 62 is communicably connected to the control unit 58 by wire or wireless. The control unit 58 controls the actuator 62. The battery 32 supplies power to the actuator 62 through the control unit 58. The battery 32 may supply power directly to the actuator 62.

  Human-powered vehicle 10 further includes an operation unit 64. The operation unit 64 is communicably connected to the control unit 58 by wire or wireless. The operation unit 64 outputs a signal for operating the operation of the actuator 62 to the control unit 58. The control unit 58 controls the actuator 62 according to the signal from the operation unit 64.

  The control unit 58 performs a gear ratio changing process for controlling the transmission 56 so that a passenger of the human-powered vehicle 10 can travel the human-powered vehicle 10 with an appropriate human-powered driving force when the operation unit 64 is not operated. Execute. In the gear ratio changing process, the control unit 58 reduces the gear ratio until the manpower driving force becomes less than the predetermined upper limit value when the manpower driving force input to the manpower driven vehicle 10 exceeds the predetermined upper limit value. The transmission 56 is controlled. The predetermined upper limit value is set according to the load information input to the human-powered vehicle 10. In the present embodiment, the load information includes the weight information of the passenger of the human-powered vehicle 10. In one example, the control unit 58 changes the speed ratio according to the operation of the operation unit 64 when the operation unit 64 is operated during the period in which the speed ratio change process is being performed.

  In the gear ratio changing process, the control unit 58 increases the gear ratio so that the gear ratio by the transmission 56 is increased when the manpower driving force falls below a predetermined lower limit value after the human power driving force becomes less than the predetermined upper limit value. May be controlled. The predetermined upper limit value and lower limit value are larger than the predetermined values TX1 and TX2, respectively.

  With reference to FIG. 20, the process procedure of a gear ratio change process is demonstrated. When power is supplied from the battery 32 to the control unit 58, the control unit 58 starts processing and proceeds to step S91 of the flowchart shown in FIG. As long as power is supplied, the controller 58 repeatedly executes the processing from step S91 every predetermined time.

In step S91, the controller 58 determines whether or not the human driving force is equal to or greater than a predetermined upper limit value. The determination in step S91 is similar to step S11 in the first embodiment.
When determining that the manpower driving force is greater than or equal to the predetermined upper limit value in step S91, the control unit 58 controls the transmission 56 so as to reduce the gear ratio in step S92, and proceeds to step S93. When the speed ratio is the minimum speed ratio in step S92, the control unit 58 maintains the current speed ratio in the transmission 56, and proceeds to step S93. As a method for reducing the gear ratio by the transmission 56, there are the following first and second examples. In the first example, the control unit 58 reduces the speed ratio by the transmission 56 by subtracting a predetermined speed ratio from the assist force by the transmission 56. In the second example, the control unit 58 calculates the difference between the human driving force and a predetermined upper limit value, and subtracts the speed ratio according to the calculated difference, thereby reducing the speed ratio by the transmission 56.

  If the controller 58 determines in step S91 that the human driving force is less than a predetermined upper limit value, the controller 58 proceeds to step S93. In step S93, the controller 58 determines whether or not the human driving force is equal to or less than a predetermined lower limit value. The controller 58 compares the human driving force acquired in step S91 with a predetermined lower limit value.

  If the control unit 58 determines in step S93 that the manpower driving force is equal to or less than the predetermined lower limit value, the control unit 58 increases the gear ratio by the transmission 56 in step S94, and temporarily ends the process. When the speed ratio is the maximum speed ratio in step S94, the control unit 58 maintains the current speed ratio in the transmission 56 and ends the process. As a method for increasing the gear ratio by the transmission 56, the following first example and second example can be given. In the first example, the control unit 58 increases the speed ratio by the transmission 56 by adding a predetermined speed ratio to the assist force by the transmission 56. In the second example, the control unit 58 calculates the difference between the manpower driving force and a predetermined lower limit value, and increases the speed ratio by the transmission 56 by adding the speed ratio according to the calculated difference.

In the present embodiment, as in the first embodiment, the control unit 58 may correct at least one of a predetermined upper limit value and load information according to the degree of fatigue of the passenger of the human-powered vehicle 10.
In the present embodiment, as in the first embodiment, the control unit 58 may correct the upper limit value determined in advance according to the degree of fatigue of the passenger of the human-powered vehicle 10 and may not correct the load information. The control unit 58 may correct the load information according to the degree of fatigue of the passenger of the human-powered vehicle 10 and may not correct the predetermined upper limit value. The controller 58 may correct the upper limit value and the load information that are determined in advance according to the degree of fatigue of the passenger of the human-powered vehicle 10.

(Eighth embodiment)
With reference to FIG. 21, the control apparatus 40 of 8th Embodiment is demonstrated. The control device 40 of the eighth embodiment is mainly different from the control device 40 of the seventh embodiment in a predetermined upper limit setting method. In the following description, the same components as those in the seventh embodiment are denoted by the same reference numerals as those in the seventh embodiment, and redundant descriptions are omitted.

  The control device 40 for a manpowered vehicle according to the present embodiment includes a control unit 58 that controls the transmission 56 of the manpowered vehicle 10. When the manpower driving force input to the manpower driven vehicle 10 is equal to or higher than a predetermined upper limit value, the control unit 58 controls the transmission 56 so as to reduce the gear ratio until the manpower driving force becomes less than the predetermined upper limit value. . The predetermined upper limit value is set according to the human power driving force applied to the crank 12 in a state where the crank 12 of the human powered vehicle 10 is positioned at a predetermined angle. In one example, the control unit 58 controls the gear ratio similarly to the gear ratio changing process of the seventh embodiment.

  The control device 40 further includes a first load sensor 48. The manpowered vehicle 10 further includes a crank rotation sensor 52. The first load sensor 48 and the crank rotation sensor 52 are communicably connected to the control unit 58 by wire or wirelessly.

  In an example of a method of setting a predetermined upper limit value, the control unit 58 determines in advance according to the torque detected by the torque sensor 34 when the crank 12 of the human-powered vehicle 10 is positioned at a predetermined angle in the calibration mode. Set the upper limit. The predetermined angle can be arbitrarily changed by the passenger. In one example, the predetermined upper limit value is set similarly to the flowchart shown in FIG. 18 of the sixth embodiment.

(Modification)
The description regarding each embodiment is an illustration of the form which the control apparatus for manpowered vehicles according to this invention can take, and it does not intend restrict | limiting the form. The control device for a manpowered vehicle according to the present invention can take a form in which, for example, a modification of each embodiment shown 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 embodiment are given to portions common to the embodiments, and the description thereof is omitted.

  In the first and seventh embodiments, the load information may include pedal load information corresponding to the weight of the passenger's leg estimated from the passenger's weight information. In one example, as shown in FIG. 22, the control unit 42 includes an estimation unit 42B and a load calculation unit 42C. The estimation unit 42B estimates the weight of the passenger's leg from the passenger's weight information input by the input unit 46. For example, the storage unit 44 stores information representing the relationship between the passenger's weight information and the passenger's leg weight. The estimation unit 42B calculates the weight of the occupant's leg from the occupant's weight information using information indicating the relationship between the occupant's weight information and the occupant's leg weight. Information representing the relationship between the weight information of the passenger and the weight of the leg of the passenger may be stored as various tables or graphs classified according to the gender and age of the passenger.

  The load calculation unit 42C calculates pedal load information from the weight of the passenger's leg. For example, the storage unit 44 stores the relationship between the weight of the passenger's leg and pedal load information. The load calculation unit 42C calculates pedal load information from the weight of the occupant's leg using the relationship between the weight of the occupant's leg and the pedal load information.

  In the fourth embodiment, the load information may include pedal load information corresponding to the weight of the passenger's leg estimated from the load information detected by the second load sensor 54. In one example, as shown in FIG. 23, the control unit 42 includes an estimation unit 42D and a load calculation unit 42E. The estimation unit 42D estimates the weight of the passenger's leg from the load information detected by the second load sensor 54. For example, the storage unit 44 stores information representing the relationship between the load information detected by the second load sensor 54 and the weight of the passenger's leg. The estimation unit 42D uses information indicating the relationship between the load information detected by the second load sensor 54 and the weight of the occupant's leg to determine the occupant's leg from the load information detected by the second load sensor 54. Calculate the weight. The relationship between the load information detected by the second load sensor 54 and the weight of the occupant's legs may be stored as various tables or graphs classified according to the gender and age of the occupant. Similar to the load calculation unit 42C, the load calculation unit 42E calculates pedal load information from the weight of the passenger's legs.

-In 1st Embodiment, 2nd Embodiment, and its modification, a predetermined upper limit may be set according to a passenger's sex with load information.
In the assist processing in the first to sixth embodiments and the modifications thereof, the control unit 42 may omit the control for reducing the assist force by the motor 16 when the human driving force is equal to or lower than a predetermined lower limit value. In this case, step S15 and step S16 in FIG. 4 are omitted, and if it is determined in step S13 that the human power driving force is not equal to or greater than a predetermined upper limit value, the process proceeds to step S17.

  In the seventh embodiment, the control device 40 may further include a first load sensor 48 that detects a load applied to the pedal 20 of the human-powered vehicle 10. The first load sensor 48 is provided on the pedal 20. The load information is detected by the first load sensor 48. In this case, as a first example of a method for setting a predetermined upper limit value, a predetermined upper limit value is set according to the load information detected by the first load sensor 48 while the passenger is riding on the human-powered vehicle 10. Also good. As a second example, a predetermined upper limit value may be set according to the load information detected by the first load sensor 48 in a state where the crank 12 of the human-powered vehicle 10 is positioned in a predetermined angle range.

  In the seventh embodiment, the control device 40 may further include a second load sensor 54 that detects a load applied to the riding portion 10X of the human-powered vehicle 10. The second load sensor 54 is provided in the riding section 10X. The load information is detected by the second load sensor 54. The riding section 10X includes at least one of a saddle 10S and a seat post 10P. The boarding part 10X includes at least a saddle 10S. The riding section 10X may further include a seat post 10P. The load information may include pedal load information corresponding to the weight of the passenger's leg estimated from the load information detected by the second load sensor 54. In this case, a predetermined upper limit value may be set by multiplying the length of the crank 12 of the human-powered vehicle 10, gravity acceleration, and pedal load information. A predetermined upper limit value may be set by multiplying the length of the crank 12 of the human-powered vehicle 10 and the pedal load information.

In the seventh embodiment, the load information may be set according to the detection result of the torque sensor 34.
In the gear ratio changing process of the seventh and eighth embodiments, the control unit 58 may omit the control for reducing the gear ratio by the actuator 62 when the human driving force is equal to or lower than the lower limit value. In this case, step S93 and step S94 in FIG. 20 are omitted.

  -In 1st-8th embodiment and its modification, you may abbreviate | omit control which correct | amends at least one of a predetermined upper limit according to the fatigue degree of the passenger | crew of the human-powered vehicle 10, and load information. In this case, the fatigue detection unit 36 is omitted in the first to eighth embodiments and the modifications thereof.

  DESCRIPTION OF SYMBOLS 10 ... Human-powered vehicle, 10X ... Riding part, 10S ... Saddle, 10P ... Seat post, 12 ... Crank, 16 ... Motor, 20 ... Pedal, 34 ... Torque sensor, 40 ... Control device (control device for human-powered vehicle), 42 ... control unit, 46 ... input unit, 48 ... first load sensor, 54 ... second load sensor, 56 ... transmission, 58 ... control unit.

Claims (18)

A control device for a manpowered vehicle including a control unit that controls a motor that assists the propulsion of the manpowered vehicle,
The control unit increases the assist force by the motor until the human power driving force becomes less than the predetermined upper limit value when the human power driving force input to the human power driving vehicle is equal to or higher than the predetermined upper limit value. Control the motor,
The predetermined upper limit value is a controller for a manpowered vehicle that is set according to load information input to the manpowered vehicle. A control device for a manpowered vehicle including a control unit for controlling a transmission of the manpowered vehicle,
The control unit controls the transmission to reduce the speed ratio until the human power driving force becomes less than the predetermined upper limit value when the human power driving force input to the human power driving vehicle becomes equal to or higher than the predetermined upper limit value. Control
The predetermined upper limit value is a controller for a manpowered vehicle that is set according to load information input to the manpowered vehicle.   The control device for a manpowered vehicle according to claim 1 or 2, wherein the load information includes weight information of a passenger of the manpowered vehicle.   The control device for a manpowered vehicle according to claim 3, further comprising an input unit for inputting the weight information.   5. The control device for a manpowered vehicle according to claim 3, wherein the load information includes pedal load information corresponding to a weight of a leg of the occupant estimated from the weight information of the occupant. A first load sensor provided on the pedal of the human-powered vehicle for detecting a load applied to the pedal;
The control device for a manpowered vehicle according to claim 1, wherein the load information is detected by the first load sensor.   The controller for a manpowered vehicle according to claim 6, wherein the predetermined upper limit value is set in accordance with the load information detected while the passenger is in the manpowered vehicle.   The predetermined upper limit value is set according to the load information detected by the first load sensor in a state where a crank of the manpowered vehicle is located in a predetermined angle range. Control device for human-powered vehicles. A second load sensor that is provided in a riding portion of the human-powered vehicle and detects a load applied to the riding portion;
The controller for a manpowered vehicle according to claim 1, wherein the load information is detected by the second load sensor.   The control device for a manpowered vehicle according to claim 9, wherein the riding section includes at least one of a saddle and a seat post.   The control device for a manpowered vehicle according to claim 9 or 10, wherein the load information includes pedal load information corresponding to a weight of a passenger's leg estimated from the load information detected by the second load sensor. . The load information includes pedal load information indicating a load applied to the pedal of the human-powered vehicle,
The control device for a manpowered vehicle according to claim 1 or 2, wherein the predetermined upper limit value is set by multiplying a length of a crank of the manpowered vehicle, a gravitational acceleration, and the pedal load information. . A torque sensor for detecting a human driving force input to the human driving vehicle;
The control device for a manpowered vehicle according to claim 1, wherein the load information is set according to a detection result of the torque sensor.   The control device for a manpowered vehicle according to claim 13, wherein the torque sensor detects a torque applied to a crank of the manpowered vehicle.   The human-powered drive according to any one of claims 1 to 14, wherein the control unit corrects at least one of the predetermined upper limit value and the load information according to a fatigue level of a passenger of the human-powered vehicle. Vehicle control device. A control device for a manpowered vehicle including a control unit that controls a motor that assists the propulsion of the manpowered vehicle,
The control unit increases the assist force by the motor until the human power driving force becomes less than the predetermined upper limit value when the human power driving force input to the human power driving vehicle is equal to or higher than the predetermined upper limit value. Control the motor,
The predetermined upper limit value is set in accordance with the manual driving force applied to the crank in a state where the crank of the manual driving vehicle is positioned at a predetermined angle. A control device for a manpowered vehicle including a control unit for controlling a transmission of the manpowered vehicle,
The control unit controls the transmission to reduce the speed ratio until the human power driving force becomes less than the predetermined upper limit value when the human power driving force input to the human power driving vehicle becomes equal to or higher than the predetermined upper limit value. Control
The predetermined upper limit value is set in accordance with the manual driving force applied to the crank in a state where the crank of the manual driving vehicle is positioned at a predetermined angle.   The control unit controls the motor to reduce the assist force by the motor when the human driving force is equal to or lower than a predetermined lower limit after the human driving force is less than the predetermined upper limit. The control device for manpowered vehicles according to claim 1 or 16.