JP2020001578A - Control device for human-powered vehicle - Google Patents

Abstract

To provide a control device for a human-powered vehicle, which can control a motor that assists the propulsion of the human-powered vehicle using a small amount of actual measurement data.SOLUTION: A control device for a human-powered vehicle includes a control unit that controls a motor that assists the propulsion of the human-powered vehicle having a crank in accordance with the human power driving force inputted to the crank. The control unit controls the motor when the rotation angle of the crank is out of a plurality of predetermined angle ranges that are separated from each other in the rotation direction of the crank, so that the output torque changes in accordance with the human power driving force obtained when the rotation angle of the crank is within the plurality of predetermined angle ranges.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a control device for a manually driven vehicle that controls a motor that assists propulsion of the manually driven vehicle.

  Patent Literature 1 discloses that a torque applied to a crankshaft is detected as strain data by a strain sensor, the strain data is transmitted, and a pedal force by human power is calculated from the transmitted strain data, and the assist motor is assisted. Determining the amount is disclosed.

WO 2015/108152

In Patent Literature 1, the control unit controls the assist motor based on data actually measured by the torque sensor.
An object of the present invention is to provide a control device for a manually driven vehicle that can control a motor that assists propulsion of the manually driven vehicle using a small amount of measured data.

A control device for a manually driven vehicle according to a first aspect of the present invention is a manually driven vehicle including a control unit that controls a motor assisting propulsion of a manually driven vehicle having a crank in accordance with the manually driven force input to the crank. Control device, the control unit, according to the human-powered driving force obtained when the rotation angle of the crank is in a plurality of predetermined angle ranges that are mutually separated in the rotation direction of the crank, When the rotation angle of the crank is out of the plurality of predetermined angle ranges, the motor is controlled so that the output torque changes.
According to the control device for a manually driven vehicle of the first aspect, the human power in at least two angular ranges that are not continuous during one rotation of the crank even if the manual driving force is not detected continuously during one rotation of the crank. The motor that assists the propulsion of the manually driven vehicle can be controlled according to the driving force. According to the control device for a manually driven vehicle of the first aspect, the motor can be controlled with a small amount of measured data.

In the control device for a manually driven vehicle according to the second aspect, the crank includes a first crank arm and a second crank arm having a rotation phase different from that of the first crank arm by 180 degrees. The determined angle range includes a first angle range and a second angle range, and the first angle range is such that, when the crank rotates in a first direction, the first crank arm moves downward from a top dead center. The second angle range is provided in a range where the second crank arm moves from a top dead center to a bottom dead center when the crank rotates in a first direction. .
According to the man-powered vehicle control device of the second aspect, both the man-powered driving force applied to the first crank arm and the man-powered driving force applied to the second crank arm can be reflected in the output torque of the motor. it can.

In the control device for a manually driven vehicle according to the third aspect, the first angle range is such that the first crank arm rotates 90 ° from a top dead center when the crank rotates in a first direction. The second angle range includes an angle at which the second crank arm rotates 90 ° from the top dead center when the crank rotates in the first direction.
According to the control device for a manually driven vehicle of the third aspect, the output torque of the motor outside a plurality of predetermined angular ranges can be easily determined by using the manually driven force at the angle where the manually driven force tends to be the largest.

In the control device for a manually driven vehicle according to any one of the first to third aspects, the phase of at least one predetermined angle range among the plurality of predetermined angle ranges can be changed.
According to the control device for a manually driven vehicle of the fourth aspect, it is possible to change the output torque of the motor outside a plurality of predetermined angular ranges by using the manually driven force at an appropriate angle.

In the control device for a manually driven vehicle according to the fifth aspect according to any one of the first to fourth aspects, the control unit includes a state of the manually driven vehicle, a specification of the manually driven vehicle, and a passenger of the manually driven vehicle. The riding state, physical characteristics of the occupant of the manually driven vehicle, and at least one of the width, phase, and number of the plurality of predetermined angular ranges according to at least one of the driving environments of the manually driven vehicle. Change one.
According to the control device for a manually driven vehicle of the fifth aspect, the state of the manually driven vehicle, the specification of the manually driven vehicle, the riding state of the occupant of the manually driven vehicle, the physical characteristics of the occupant of the manually driven vehicle, and the According to at least one of the driving environments of the driving vehicle, the output torque of the motor outside a plurality of predetermined angular ranges can be changed by using a human-powered driving force at an appropriate angle.

A control device for a manually driven vehicle according to a sixth aspect of the present invention is a manually driven vehicle including a control unit that controls a motor assisting propulsion of a manually driven vehicle having a crank in accordance with the manually driven force input to the crank. Control device, wherein the control unit is configured to control the rotation angle of the crank outside a predetermined angle range according to the human-powered driving force obtained when the rotation angle of the crank is within a predetermined angle range. Controlling the motor, the state of the human-powered vehicle, the specifications of the human-powered vehicle, the riding state of the occupant of the human-powered vehicle, the physical characteristics of the occupant of the human-powered vehicle, and the human-powered vehicle And changing at least one of the width, the phase, and the number of the predetermined angle range according to at least one of the traveling environments.
According to the control device for a manually driven vehicle of the sixth aspect, the motor can be controlled in accordance with the manually driven force without continuously detecting the manually driven force. Appropriate depending on at least one of the condition of the manually driven vehicle, the specifications of the manually driven vehicle, the riding condition of the passenger of the manually driven vehicle, the physical characteristics of the passenger of the manually driven vehicle, and the driving environment of the manually driven vehicle It is possible to change the output torque of the motor outside a plurality of predetermined angular ranges by using the human-powered driving force at various angles.

In the control device for a manually driven vehicle according to the seventh aspect according to the fifth or sixth aspect, the state of the manually driven vehicle includes a vehicle speed of the manually driven vehicle, a rotation speed of the crank, an acceleration of the manually driven vehicle, an acceleration of the crank, At least one of the ratio of the rotation speed of the drive wheels to the rotation speed of the vehicle and the inclination of the manually driven vehicle.
According to the control device for a manually driven vehicle of the seventh aspect, the vehicle speed of the manually driven vehicle, the rotation speed of the crank, the acceleration of the manually driven vehicle, the ratio of the rotation speed of the drive wheel to the rotation speed of the crank, and the inclination of the manually driven vehicle According to at least one, the output torque of the motor outside a plurality of predetermined angular ranges can be changed using a human-powered driving force at an appropriate angle.

In the control device for a manually driven vehicle according to the eighth aspect, the specification of the manually driven vehicle includes a length from a saddle to a crankshaft of the crank, a frame of the manually driven vehicle. , The type of the frame, and the mounting state of the binding pedal.
According to the control device for a manually driven vehicle of the eighth aspect, according to at least one of the length from the saddle to the crankshaft of the crank, the shape of the frame of the manually driven vehicle, the type of the frame, and the mounting state of the binding pedal. Thus, the output torque of the motor outside a plurality of predetermined angular ranges can be changed using the human-powered driving force at an appropriate angle.

In the control device for a manually driven vehicle according to the ninth aspect according to any one of the fifth to eighth aspects, the riding state of the occupant of the manually driven vehicle is a state of sitting on a saddle, a standing state, and This includes at least one state in which the vehicle is running with a load applied to only one of the pedals.
According to the control device for a manually driven vehicle of the ninth aspect, according to at least one of the state of sitting on the saddle, the state of rowing, and the state of running with a load applied to only one of the pedals, The output torque of the motor outside a plurality of predetermined angular ranges can be changed using a human-powered driving force at an appropriate angle.

In the human powered vehicle control device according to the tenth aspect according to any one of the fifth to ninth aspects, the riding state of the occupant of the manually powered vehicle includes a state of a load applied to a saddle.
According to the control device for a manually driven vehicle of the tenth aspect, the output torque of the motor outside a plurality of predetermined angle ranges is changed using the manual driving force at an appropriate angle in accordance with the state of the load applied to the saddle. Can be done.

The control device for a manually driven vehicle according to any one of the fifth to tenth aspects, wherein the physical characteristics of the occupant of the manually driven vehicle include leg length.
According to the control device for a manually driven vehicle of the eleventh aspect, the output torque of the motor outside a plurality of predetermined angle ranges can be changed using the manually driven force at an appropriate angle in accordance with the length of the leg. it can.

In the control device for a manually driven vehicle according to any one of the fifth to eleventh aspects, the traveling environment of the manually driven vehicle includes a type of a traveling path, a slope of the traveling path, a shape of the traveling path, a wind speed, And at least one of wind directions.
According to the man-powered vehicle control device of the twelfth aspect, the human-powered driving force at an appropriate angle is used according to at least one of the type of the traveling path, the inclination of the traveling path, the shape of the traveling path, the wind speed, and the wind direction. Thus, the output torque of the motor outside a plurality of predetermined angular ranges can be changed.

In the control device for a manually driven vehicle according to the thirteenth aspect according to any one of the fifth to twelfth aspects, the control unit is configured to operate the operation device so that a specification of the manually driven vehicle and the manual drive Obtain at least one of the physical characteristics of the vehicle occupant.
According to the control device for a manually driven vehicle of the thirteenth aspect, the control unit can easily acquire at least one of the specifications of the manually driven vehicle and the physical characteristics of the occupant of the manually driven vehicle.

In the control device for a manually driven vehicle according to any one of the first to thirteenth aspects, the control unit, when a binding pedal is mounted on the crank, includes a binding pedal mounted on the crank. The motor is controlled such that the difference between the maximum value and the minimum value of the output torque of the motor is smaller than when there is no motor.
According to the control device for a manually driven vehicle of the fourteenth aspect, the output torque of the motor can be appropriately changed even when the crank is rotated using the binding pedal without continuously detecting the manually driven force. Can be.

In the control device for a manually driven vehicle according to the fifteenth aspect, according to any one of the first to fourteenth aspects, when the maximum value of the manual driving force is equal to or more than a predetermined value, the maximum value of the manual driving force is The motor is controlled such that the difference between the maximum value and the minimum value of the output torque of the motor is smaller than the case where is smaller than the predetermined value.
According to the control device for a manually driven vehicle of the fifteenth aspect, it is easy to operate the manually driven vehicle when the maximum value of the manually driven force increases, for example, on a slope or when accelerating.

The controller for a manually driven vehicle according to any one of the first to fifteenth aspects, wherein the control unit is configured to control a maximum value of an output torque of the motor when a running resistance of the manually driven vehicle increases. The motor is controlled so that the difference from the minimum value becomes small.
According to the control device for a manually driven vehicle of the sixteenth aspect, when the running resistance of the manually driven vehicle increases, it becomes easier to operate the manually driven vehicle.

The controller for a manually driven vehicle according to any one of the first to sixteenth aspects, wherein the control unit is configured to control a maximum value of an output torque of the motor when a running resistance of the manually driven vehicle decreases. The motor is controlled so that the difference from the minimum value increases.
According to the control device for a manually driven vehicle of the seventeenth aspect, when the running resistance of the manually driven vehicle decreases, it becomes easier to operate the manually driven vehicle.

The control device for a manually driven vehicle according to any one of the first to seventeenth aspects, wherein the control unit uses the part of the waveform having a periodic amplitude to adjust the rotation angle of the crank. The human-powered driving force is estimated when the angle is outside the predetermined angle range.
According to the control device for a manually driven vehicle of the eighteenth aspect, it is easy to estimate the manually driven force when the angle is out of the predetermined angle range.

The control device for a manually driven vehicle according to any one of the first to eighteenth aspects, further comprising a detection unit that detects the manually driven force, wherein the control unit is configured to control the crank angle of the predetermined angle range. Only when is the signal relating to the manual driving force obtained from the detection unit.
According to the control device for a manually driven vehicle of the nineteenth aspect, the processing load of the control unit can be reduced.

In the control device for a manually driven vehicle according to the twentieth aspect according to any one of the first to nineteenth aspects, the detection unit wirelessly transmits a signal related to the manually driven force to the control unit.
According to the control device for a manually driven vehicle of the twentieth aspect, since there is no physical contact in the data transmission / reception path, there is no physical deterioration such as wear of the contact.

A control device for a manually driven vehicle according to a twenty-first aspect of the present invention is a control device for a manually driven vehicle including a control unit for estimating a manual driving force input to a crank, wherein the control unit includes a rotation angle of the crank. According to the human-powered driving force obtained when the crank angle is in a plurality of predetermined angle ranges mutually separated in the rotation direction of the crank, the rotation angle of the crank is out of the plurality of predetermined angle ranges. The manual driving force is estimated.
According to the control device for a manually driven vehicle of the twenty-first aspect, the manually driven force can be estimated even when the rotation angle of the crank is outside a plurality of predetermined angular ranges. It is not necessary to detect the manual driving force.

A control device for a manually driven vehicle according to a twenty-second aspect of the present invention is a control device for a manually driven vehicle including a control unit for estimating a manual driving force input to a crank, wherein the control unit includes a rotation angle of the crank. According to the human-powered driving force in the case where is in a predetermined angle range, the rotation angle of the crank estimates the human-powered driving force outside the predetermined angle range, the state of the human-powered vehicle, the specification of the human-powered vehicle, The riding state of the occupant of the manually driven vehicle, the physical characteristics of the occupant of the manually driven vehicle, and at least one of the traveling environments of the manually driven vehicle, the width of the predetermined angular range, the phase, And at least one of the numbers is changed.
According to the control device for a manually driven vehicle of the twenty-second aspect, even when the rotation angle of the crank is out of the predetermined angle range, the manually driven force can be estimated, so that it is not necessary to continuously detect the manually driven force. Good. Appropriate depending on at least one of the condition of the manually driven vehicle, the specifications of the manually driven vehicle, the riding condition of the passenger of the manually driven vehicle, the physical characteristics of the passenger of the manually driven vehicle, and the driving environment of the manually driven vehicle The human-powered driving force outside the predetermined angle range can be estimated using the human-powered driving force at an appropriate angle.

  The control device for a manually driven vehicle of the present disclosure can control a motor that assists in propulsion of a manually driven vehicle using a small amount of measured data.

The side view of a human-powered vehicle. FIG. 1 is a block diagram showing an electric configuration of a human-powered vehicle including a human-powered vehicle control device according to a first embodiment. FIG. 2 is a cross-sectional view schematically illustrating a configuration of a drive unit. The figure which plotted the waveform of human-powered driving force. The figure explaining the rotation angle of a crank. 5 is a flowchart of a torque calculation process in the control device for a manually driven vehicle according to the first embodiment. The figure which shows the relationship between human-powered driving force and the output torque of a motor. The figure which shows an example of an output torque. FIG. 9 is a block diagram showing an electric configuration of a manually driven vehicle including the control device for a manually driven vehicle according to the second embodiment. The figure which shows an example of the change of the phase of a predetermined angle range. The figure which shows an example of the relationship between the waveform of a manual driving force, and the waveform of the output torque of a motor. The figure which shows the other example of the relationship between the waveform of a manual driving force, and the waveform of the output torque of a motor. The figure which shows an example of the width of the predetermined angle range. The figure which shows the 1st example of the number of the angle range determined beforehand. The figure which shows an example of the waveform of the relational expression used at the time of mounting | wearing of a binding pedal. 15 is a flowchart of a torque calculation process in the control device for a manually driven vehicle according to the fifth embodiment. 15 is a flowchart of a torque calculation process in the control device for a manually driven vehicle according to the sixth embodiment.

<First embodiment>
A control device 60 for a manually driven vehicle according to the embodiment will be described with reference to FIGS. Hereinafter, the control device 60 for a manually driven vehicle will be simply referred to as the control device 60. The control device 60 is provided in the manually driven vehicle 10. The manual drive vehicle 10 is a vehicle that can be driven by at least the manual drive force H. The number of wheels is not limited, and the human powered vehicle 10 includes, for example, a unicycle and a vehicle having three or more wheels. The human powered vehicle 10 includes various types of bicycles such as a mountain bike, a road bike, a city bike, a cargo bike, and a recumbent, and an electric assist bicycle (E-bike). In the present embodiment, the manually driven vehicle 10 will be described as a bicycle.

  As shown in FIG. 1, the manually driven vehicle 10 includes a crank 12 and drive wheels 14. The manual drive vehicle 10 further includes a frame 16. The manual drive vehicle 10 further includes a saddle 16D. The saddle 16D is mounted on a seat tube of the frame 16. The manual driving force H is input to the crank 12. The crank 12 includes a crank shaft 12A rotatable with respect to the frame 16. The crank 12 includes a first crank arm 12B and a second crank arm 12C having a rotation phase different from that of the first crank arm 12B by 180 degrees. The first crank arm 12B is provided at a first axial end of the crankshaft 12A. The second crank arm 12C is provided at a second end opposite to the first end in the axial direction of the crankshaft 12A. A pedal 18 is connected to each of the first crank arm 12B and the second crank arm 12C. The drive wheels 14 are driven by rotation of the crank 12. The drive wheels 14 are supported by a 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. In the present embodiment, the crankshaft 12A and the first rotating body 22 are coupled so as to rotate integrally. The crankshaft 12A and the first rotating body 22 may be connected 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 second rotating body 24 and a connecting member 26. The connecting member 26 transmits the torque of the first rotating body 22 to the second rotating body 24. The connection 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. It is preferable that a second one-way clutch is provided between the second rotating body 24 and the drive wheels 14. The second one-way clutch is configured to rotate the driving wheel 14 forward when the second rotating body 24 rotates forward, and to prevent the driving wheel 14 from rotating backward when the second rotating body 24 rotates backward. .

  The manual drive vehicle 10 includes a front wheel and a rear wheel. 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 embodiments, the rear wheels will be described as the drive wheels 14, but the front wheels may be the drive wheels 14.

  The manual drive vehicle 10 further includes a battery 28. Battery 28 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 28 is provided in the manually driven vehicle 10 and supplies power to other electric components, for example, the motor 32 and the control device 60 that are electrically connected to the battery 28 by wire. Battery 28 may be communicably connected to control unit 62 of control device 60 by wire or wirelessly. The battery 28 may be able to communicate with the control unit 62 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 thereof may be housed inside the frame 16.

  As shown in FIG. 2, the manually driven vehicle 10 includes a manually driven vehicle component 30. The manually driven vehicle component 30 includes a motor 32 for assisting the propulsion of the manually driven vehicle 10. The control unit 62 of the control device 60 is configured to be connectable to the manually powered vehicle component 30 by wire or wireless communication. The powered vehicle 10 may include a plurality of powered vehicle components 30. When the human-powered vehicle 10 includes a plurality of human-powered vehicle components 30, the control unit 62 may be connected to each of the plurality of human-powered vehicle components 30 by wire or wireless communication, and may be connected by a common communication line. May be connected to each of the manually driven vehicle components 30 by wired communication.

  The component 30 for a manually driven vehicle includes a drive unit 30A. Motor 32 is included in drive unit 30A. The manual drive vehicle 10 further includes a drive circuit 34 for the motor 32. Drive circuit 34 is included in drive unit 30A. The motor 32 and the drive circuit 34 are preferably provided in the same housing. The drive circuit 34 controls the power supplied from the battery 28 to the motor 32. The drive circuit 34 is communicably connected to the control unit 62 by wire or wirelessly. The drive circuit 34 can communicate with the control unit 62 by, for example, serial communication. The drive circuit 34 drives the motor 32 according to a control signal from the control unit 62. The motor 32 is configured to assist the propulsion of the manually driven vehicle 10. Motor 32 includes an electric motor. The motor 32 is provided so as to transmit rotation to the power transmission path of the manual 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 manually driven vehicle 10. In the present embodiment, the motor 32 is coupled to a power transmission path from the crankshaft 12A to the first rotating body 22. In the power transmission path between the motor 32 and the crankshaft 12A, a one-way clutch is provided so that when the crankshaft 12A is rotated in the direction in which the manually driven vehicle 10 moves forward, the motor 32 does not rotate due to the torque of the crank 12. It is preferably provided. In the present embodiment, the crankshaft 12A is connected to the output unit 36. The first rotating body 22 is coupled to the output unit 36. When the crankshaft 12A is connected to the first rotating body 22 via the first one-way clutch, for example, a first one-way clutch may be provided between the crankshaft 12A and the output unit 36, and the output unit 36 is divided. The first one-way clutch may be provided between the divided parts. In the housing in which the motor 32 and the drive circuit 34 are provided, a configuration other than the motor 32 and the drive circuit 34 may be provided. For example, a reduction gear 38 that reduces the speed of rotation of the motor 32 and outputs the rotation may be provided. The speed reducer 38 includes, for example, a plurality of gears. The speed reducer 38 includes a gear 36 </ b> A provided on the output unit 36. The speed reducer 38 transmits the rotational force of the motor 32 to the output unit 36.

The manual drive vehicle 10 includes a control device 60. The control device 60 includes a control unit 62 that controls the motor 32 that assists the propulsion of the manually driven vehicle 10 having the crank 12 in accordance with the manually driven force H input to the crank 12.
Control unit 62 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 62 may include one or more microcomputers. The control unit 62 may include a plurality of arithmetic processing units separately arranged at a plurality of locations. Control device 60 further includes a storage unit 64. The storage unit 64 stores various control programs and information used for various control processes. The storage unit 64 includes, for example, a nonvolatile memory and a volatile memory. The control unit 62 and the storage unit 64 are provided, for example, in a housing in which the motor 32 is provided.

  Preferably, control device 60 further includes a crank rotation sensor 66, a vehicle speed sensor 68, and a crank angle sensor 70.

  The crank rotation sensor 66 is used to detect the rotation speed of the crank 12 of the manually driven vehicle 10. The crank rotation sensor 66 is attached to, for example, the housing of the manually driven vehicle 10 in which the frame 16 or the motor 32 is provided. The crank rotation sensor 66 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 on the crankshaft 12A or on a portion of the power transmission path from the crankshaft 12A to the first rotating body 22 that rotates integrally with the crankshaft 12A. The crank rotation sensor 66 is communicably connected to the control unit 62 by wire or wirelessly. The crank rotation sensor 66 outputs a signal corresponding to the rotation speed of the crank 12 to the control unit 62. The crank rotation sensor 66 may be provided on a member that rotates integrally with the crankshaft 12A in the power transmission path of the manual driving force H from the crankshaft 12A to the first rotating body 22. For example, the crank rotation sensor 66 may be provided on the first rotating body 22 when the first one-way clutch is not provided between the crankshaft 12A and the first rotating body 22. The crank rotation sensor 66 may be used to detect the speed of the manually driven vehicle 10. In this case, the control unit 62 calculates the rotation speed of the driving wheel 14 based on the rotation speed of the crank 12 detected by the crank rotation sensor 66 and the conversion ratio R, and calculates the rotation speed of the driving wheel 14 from the rotation speed of the driving wheel 14. 10 vehicle speed is detected. The conversion ratio R is stored in the storage unit 64 in advance. The conversion ratio R represents a ratio of the rotation speed of the drive wheel 14 to the rotation speed of the crank 12. When a transmission is provided in the human-powered vehicle 10, the control unit 62 preferably stores a conversion ratio R for each transmission ratio of the transmission. The crank rotation sensor 66 may be used to detect the rotation angle of the crank 12. For example, when the crank rotation sensor 66 is configured to include a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field, the output of the signal corresponds to the rotation angle of the crank 12. Can be used. The crank rotation sensor 66 may include any sensor as long as the rotation speed of the crank 12 can be detected.

  The vehicle speed sensor 68 is used to detect the rotation speed of the wheel. The vehicle speed sensor 68 is electrically connected to the control unit 62 by wire or wirelessly. The vehicle speed sensor 68 is communicably connected to the control unit 62 by wire or wirelessly. In the present embodiment, the vehicle speed sensor 68 outputs a signal corresponding to the rotation speed of the wheel to the control unit 62. The control unit 62 calculates the vehicle speed of the manually driven vehicle 10 based on the rotation speed of the wheels. Preferably, the vehicle speed sensor 68 includes a magnetic lead or a Hall element that forms a reed switch. The vehicle speed sensor 68 may be configured to be attached to the chain stay of the frame 16 and detect a magnet attached to the rear wheel, or may be provided to the front fork 16A and configured to detect a magnet attached to the front wheel. Vehicle speed sensor 68 may include a GPS receiving unit. In this case, the control unit 62 may detect the vehicle speed of the manually driven vehicle 10 according to the GPS information acquired by the GPS receiving unit, the map information recorded in the storage unit 64 in advance, and the time. It is preferable that the control unit 62 includes a timing circuit for measuring time. The vehicle speed sensor 68 may include any sensor as long as it can detect the rotation speed of the wheels or the vehicle speed of the manually driven vehicle 10.

  The crank angle sensor 70 is used to detect the rotation angle of the crank 12. The crank angle sensor 70 is electrically connected to the control unit 62 by wire or wirelessly. Crank angle sensor 70 outputs a predetermined signal to control unit 62 when crank 12 is positioned at a predetermined rotation angle. The crank angle sensor 70 includes a switch or an encoder. The switch includes, for example, a magnetic switch. The magnetic switch is configured to detect, for example, the magnetism of the detected portion provided on the crankshaft 12A, the output unit 36, or the first rotating body 22. The detected part is arranged on the crankshaft 12A so that it is detected by the magnetic sensor when the crank 12 is positioned at a predetermined rotation angle. The encoder includes, for example, a rotary encoder. The crank angle sensor 70 may include any sensor as long as it can detect the rotation angle of the crank 12.

  Control device 60 includes a detection unit 72 that detects human-powered driving force H. The detection unit 72 is used to detect a physical quantity related to the torque TH of the manual driving force H. The detecting section 72 outputs a signal related to the manual driving force H. The signal related to the manual driving force H includes measured data. The physical quantity related to the torque TH of the manual driving force H includes distortion of the output unit 36 based on the manual driving force H input to the crank 12. In the present embodiment, the detection unit 72 detects the distortion of the output unit 36. In this case, the detection unit 72 is provided on the output unit 36 or around the output unit 36. The detecting unit 72 includes a sensor such as a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. Preferably, detector 72 is configured to detect a distortion of a portion of output portion 36 between a portion connected to crankshaft 12A and a portion connected to motor 32 or reducer 38. .

  As shown in FIG. 3, the strain sensor is preferably provided on an outer peripheral portion of the output unit 36 included in the power transmission path. The detection unit 72 may transmit a signal related to the manual driving force H to the control unit 62 by wire. The detection unit 72 may wirelessly transmit a signal regarding the manual driving force H to the control unit 62. When the detection unit 72 wirelessly transmits a signal to the control unit 62, the detection unit 72 includes a wireless communication unit 74. For example, the detection unit 72 and the control unit 62 communicate with each other by an electromagnetic induction method or a resonance method. The antenna of the communication unit 74 of the detection unit 72 is arranged to face the antenna of the control unit 62. The antenna of the communication unit 74 of the detection unit 72 is provided on the substrate 74A. The antenna of the control unit 62 is provided, for example, on a board 34A on which the control unit 62 and the drive circuit 34 are mounted. The antenna of the control unit 62 includes a coil. The antenna of the communication unit 74 of the detection unit 72 includes a coil.

  The control unit 62 controls the manually powered vehicle component 30. Specifically, the control unit 62 controls the motor 32. The control unit 62 is configured to control the motor 32 according to the manual driving force H input to the manual driving vehicle 10. The control unit 62 is configured to control the motor 32 such that the ratio X of the output torque of the motor 32 to the manual driving force H input to the crank 12 becomes a predetermined ratio XA. The predetermined ratio XA may be a constant value, a value that varies according to the manual driving force H, a value that varies according to the vehicle speed, and varies according to the rotation speed of the crank 12. Value may be used. The manual driving force H includes the torque TH of the manual driving force H or the power (watt) of the manual driving force H. The ratio XT of the output torque of the motor 32 to the torque TH of the manual driving force H input to the manual driving vehicle 10 may be described as a ratio X. The ratio XW of the power (watt) of the output torque by the motor 32 to the power (watt) of the manual driving force H input to the manual driving vehicle 10 may be described as a ratio X. The power of the manual driving force H is calculated by multiplying the torque TH of the manual driving force H input to the crank 12 by the rotation speed of the crank 12. When the output of the motor 32 is input to the power transmission path of the manual driving force H via the speed reducer 38, the output of the speed reducer 38 is set as the output torque of the motor 32. The control unit 62 stops assisting by the motor 32 when the vehicle speed becomes equal to or higher than a predetermined speed. The predetermined speed is, for example, 25 km / h or 45 km / h. The control unit 62 may control the motor 32 in a plurality of modes having different predetermined ratios XA. The control unit 62 controls the motor 32 so that the output torque of the motor 32 becomes equal to or less than the maximum value. When the motor 32 is controlled in a plurality of modes having different predetermined ratios XA, a different value may be set for each mode.

  The control unit 62 includes, in addition to or in place of the manual driving force H, the vehicle speed, the gradient of the traveling path of the manual driving vehicle 10, the rotation speed of the crank 12, the map data relating to the running position of the manual driving vehicle 10, The motor 32 may be controlled in accordance with at least one of the weather of the traveling area, the road surface condition of the traveling path of the manually driven vehicle 10, and the running resistance of the manually driven vehicle 10.

  The control unit 62 controls the motor 32 according to the manual driving force H input to the crank 12. Specifically, the control unit 62 controls the motor 32 such that the motor 32 outputs an output torque corresponding to the manual driving force H. The manual driving force H changes with the rotation of the crank 12. For this reason, the output torque of the motor 32 changes according to the change in the manual driving force H.

In the present embodiment, the control unit 62 determines the crank angle in accordance with the human-powered driving force H obtained when the rotation angle of the crank 12 is in a plurality of predetermined angle ranges AR that are separated from each other in the rotation direction of the crank 12. The motor 32 is controlled so that the output torque changes when the rotation angle of the motor 12 is outside the plurality of predetermined angle ranges AR.
In the present embodiment, the control unit 62 estimates the manual driving force H input to the crank 12. The control unit 62 controls the rotation angle of the crank 12 according to the human-powered driving force H when the rotation angle of the crank 12 is in one of a plurality of predetermined angle ranges AR that are separated from each other in the rotation direction of the crank 12. Is estimated outside of a plurality of predetermined angle ranges AR.

  As shown in FIG. 7, the human-powered driving force H changes periodically with one cycle of the rotation of the crank 12 as one cycle. When one crank arm of the crank 12 is arranged at the top dead center and the other crank arm is arranged at the bottom dead center, the rotation angle of the crank 12 is defined as 0 °. H changes from a first minimum value to a first maximum value while the rotation angle of the crank 12 changes from 0 ° to 360 °, then changes to a second minimum value, and further, 2 and then again to the first minimum. In FIG. 7, the first minimum value and the second minimum value are set to zero (0). The control unit 62 changes the output torque of the motor 32 according to the change in the manual driving force H. By estimating the periodic change in the manual driving force H, the output torque of the motor 32 can be calculated even if the manual driving force H is not acquired in a part of the angular range of the crank 12.

Preferably, the control unit 62 estimates the human driving force H when the rotation angle of the crank 12 is outside the predetermined angle range AR using a part of the waveform having the periodic amplitude.
As shown in FIG. 4, the periodic change of the manual driving force H can be represented by approximating a waveform having a period. A waveform having a period is represented by, for example, a sine wave. The rotation angle of the crank 12 when the crank arms 12B and 12C are located at the top dead center and the bottom dead center is made to correspond to the minimum peak of the waveform having a period, or the crank arms 12B and 12C are set at the top dead center and the bottom dead center. By associating the maximum peak of the waveform having a period with the rotation angle of the crank 12 at a position 90 degrees away from the dead center, based on the manual driving force H at the predetermined rotation angle of the crank 12, A waveform having a period used for estimating H can be defined. Based on the defined waveform, the human-powered driving force H at a rotation angle other than the predetermined rotation angle of the crank 12 can be estimated. A waveform having a cycle used for estimating the manual driving force H is defined as, for example, a relational expression relating to the rotation angle of the crank 12.

Relational expressions relating to the rotation angle of the crank 12 include the following expression (1) and expression (2) obtained by modifying expression (1). Equation (1) shows the human driving force H with respect to the rotation angle of the crank 12. Equation (1) shows a waveform having a cycle used for estimating the manual driving force H.
Y = A {sin (2θ−π / 2) +1} (1)
A = Y / {sin (2θ−π / 2) +1} (2)

  Y represents the manual driving force H. θ represents the rotation angle of the crank 12. In the equation (2), Y is input with a manual driving force H at a predetermined rotation angle. In Expression (2), a predetermined rotation angle is input as θ. The constant A can be determined by the equation (2). The constant A determined by the equation (2) is substituted into the equation (1). When the constant A is determined by the equation (1), the estimated value of the manual driving force H at each rotation angle of the crank 12 can be calculated. The relational expression relating to the rotation angle of the crank 12 is stored in the storage unit 64, for example.

  The definition of the rotation angle of the crank 12 will be described with reference to FIG. The rotation angle of the crank 12 in a state where the manually driven vehicle 10 is placed on a horizontal plane and one crank arm is disposed at a position corresponding to the top dead center is set to zero (0). The rotation angle of the crank 12 is defined by an angle TA from a position where the rotation angle of the crank 12 corresponds to zero to the first direction DA around the rotation center axis C1. The rotation angle of the crank 12 is defined as a reference plane of the crank 12, for example, a plane including the rotation center axis C1 and the center axis C2 of the pedal mounting hole of the crank arm.

  The control unit 62 acquires the rotation angle of the crank 12. In the present embodiment, the control unit 62 acquires the rotation angle of the crank 12 by receiving a signal from the crank angle sensor 70 that detects that the crank 12 is at the predetermined rotation angle. The crank angle sensor 70 is arranged near the crankshaft 12A, the first crank arm 12B, or the second crank arm 12C, where the crank 12 can detect that the crank 12 is at a predetermined rotation angle. The control unit 62 may acquire the rotation angle of the crank 12 by another method. For example, the control unit 62 may calculate the rotation angle of the crank 12 based on the timing when the crank 12 is at the reference rotation angle and the rotation speed of the crank 12. The reference rotation angle of the crank 12 is, for example, a top dead center, a bottom dead center, a predetermined angle separated from the top dead center by a predetermined angle from the first crank arm 12B or the second crank arm 12C, or a predetermined angle from the bottom dead center. Is defined as a predetermined angle separated by a distance. For example, the control unit 62 calculates the rotation speed of the crank 12 based on the vehicle speed and the gear ratio, and calculates the rotation speed of the crank 12 based on the rotation speed of the crank 12 and the timing when the crank 12 is at a predetermined reference rotation angle. May be calculated. The control unit 62 may acquire the rotation angle of the crank 12 from a sensor that detects the rotation angle of the crank 12 in real time, for example.

  For example, the plurality of predetermined angle ranges AR include a first angle range AR1 and a second angle range AR2. Preferably, first angle range AR1 is provided in a range in which first crank arm 12B moves from top dead center to bottom dead center when crank 12 rotates in first direction DA. Preferably, second angle range AR2 is provided in a range where second crank arm 12C moves from top dead center to bottom dead center when crank 12 rotates in first direction DA.

  In the present embodiment, the rotation angle of the crank 12, when the first crank arm 12B is at the top dead center and the second crank arm 12C is at the bottom dead center, in a state where the manually driven vehicle 10 is placed on a horizontal plane, 0 °. Since the positions of the top dead center and the bottom dead center of the first crank arm 12B and the second crank arm 12C with respect to the frame 16 of the manually driven vehicle 10 change according to the pitch angle of the manually driven vehicle 10, A sensor for detecting a pitch angle is provided, and a crank angle sensor 70 is provided according to the pitch angle of the manually driven vehicle 10 so that the positions of the top dead center and the bottom dead center of the first crank arm 12B and the second crank arm 12C do not shift. May be corrected.

  The first angle range AR1 includes an angle at which the first crank arm 12B rotates 90 ° from the top dead center when the crank 12 rotates in the first direction DA. The second angle range AR2 includes an angle at which the second crank arm 12C rotates 90 ° from the top dead center when the crank 12 rotates in the first direction DA. In the present embodiment, the first angle range AR1 is a range in which the rotation angle of the crank 12 includes 90 °, and the second angle range AR2 is a range in which the rotation angle of the crank 12 includes 270 °. For example, the first angle range AR1 may include only the rotation angle of the first crank arm 12B at 90 ° from the top dead center. For example, the second angle range AR2 may include only the rotation angle of the second crank arm 12C at 90 ° from the top dead center.

  With reference to FIG. 6, a description will be given of the torque calculation process of the control unit 62. The control unit 62 calculates a target value of the output torque of the motor 32 by executing a torque calculation process. The detection unit 72 may wirelessly transmit a signal regarding the manual driving force H to the control unit 62. The signal relating to the manual driving force H includes measured data relating to the distortion of the output unit 36.

The control unit 62 executes a torque calculation process. The torque calculation process includes the following steps S11 to S16. When starting the torque calculation process, the control unit 62 determines whether or not the rotation angle of the crank 12 is within a predetermined angle range AR according to the detection result of the crank angle sensor 70 in step S11. When the control unit 62 determines in step S11 that the rotation angle of the crank 12 is within the predetermined angle range AR, the process proceeds to step S12. If the control unit 62 determines in step S11 that the rotation angle of the crank 12 is not within the predetermined angle range AR, the control unit 62 repeats step S11.
The control unit 62 receives the actually measured data from the detection unit 72 in step S12, and proceeds to step S13. In step S13, the control unit 62 calculates the manual driving force H in the predetermined angle range AR based on the actual measurement data received in step S12, calculates the target output torque based on the human driving force H, Move to step S14.
In step S14, the control unit 62 determines whether or not the rotation angle of the crank 12 is outside the predetermined angle range AR according to the detection result of the crank angle sensor 70. When determining that the rotation angle of the crank 12 is outside the predetermined angle range AR, the control unit 62 proceeds to step S15, and when determining that the rotation angle of the crank 12 is within the predetermined angle range AR, proceeds to step S12.

  In step S15, the control unit 62 estimates the human-powered driving force H outside the predetermined angle range AR based on the human-powered driving force H in the predetermined angle range AR and a relational expression related to the rotation angle of the crank 12. Specifically, from the measured data received in step S12, the human-powered driving force H in the angle range until the rotation angle of the crank 12 next falls within the predetermined angle range AR is estimated using a relational expression. I do. For example, when the predetermined angle range AR includes the first angle range AR1 and the second angle range AR2, the first angle range AR1 is 90 °, and the second angle range AR2 is 270 °. The control unit 62 estimates the human driving force H in the range of 91 ° to 269 ° according to the human driving force H in the first angle range AR1, and the human driving force H in the second angle range AR2 of 270 °. Is estimated in the range of 271 ° to 89 °. Hereinafter, the manual driving force H estimated by the control unit 62 is referred to as a manual driving force HE.

  In step S16, the control unit 62 calculates a target output torque based on the manual driving force HE estimated in step S15. For example, the control unit 62 calculates a value obtained by multiplying the predetermined ratio XA by the estimated manual driving force H as the output torque of the target value.

With reference to FIG. 7, the relationship between the manual driving force H, the manual driving force HE, and the output torque of the motor 32 will be described. FIG. 7A shows the relationship between the rotation angle of the crank 12 and the manual driving force H. FIG. 7B shows a relationship between the rotation angle of the crank 12 and the manual driving force HE. FIG. 7C shows the relationship between the rotation angle of the crank 12 and the output torque of the motor 32.
In a manually driven vehicle 10 running on level ground, for example, as shown in FIG. 7A, when the rotation angle of the crank 12 is 0 ° or 180 °, the manual driving force H is minimum, and is 90 ° or 270 °. When the maximum. In the present embodiment, a description will be given assuming that the minimum value of the manual driving force H is zero (0). In the present embodiment, when the rotation angles of the crank 12 are 90 ° and 270 °, the detection unit 72 detects the manual driving force H. The control unit 62 calculates the human driving force applied to the crankshaft 12A based on the relational expressions (1) and (2) and the human driving force H when the rotation angle of the crank 12 is 90 ° and 270 °. Estimate H. In FIG. 7B, when the rotation angles of the crank 12 are 90 ° and 270 °, the human-powered driving force H detected by the detection unit 72 is indicated by a black dot. The waveform of the manual driving force HE estimated by the control unit 62 is similar to the waveform of the manual driving force H. The control unit 62 determines the output torque of the motor 32 based on the human driving force H detected by the detection unit 72 or the estimated human driving force HE and the predetermined ratio XA. As shown in FIG. 7, regarding the rotation angle of the crank 12, the peak of the manual driving force H and the peak of the output torque of the motor 32 match. Thus, the output torque corresponding to the manual driving force H is output from the motor 32.

  In the present embodiment, the control unit 62 acquires the signal related to the manual driving force H from the detection unit 72 only when the crank 12 is in the predetermined angle range AR. When the crank 12 is out of the predetermined angle range AR, the control unit 62 does not acquire the signal related to the manual driving force H from the detection unit 72. As a result, the arithmetic processing when acquiring a signal from the detection unit 72 is reduced. For example, it is possible to reduce the load of the arithmetic processing for removing noise from the signal output from the detection unit 72 in one cycle of the crank 12. The arithmetic processing for removing noise includes a signal smoothing processing.

With reference to FIG. 8, an example of a transition of the output torque of the motor 32 when the human-powered driving force H decreases with the rotation of the crank 12 will be described. When the rotation angle of the crank 12 is 90 °, the detection unit 72 detects the manual driving force H, and thereafter, every time the rotation angle of the crank 12 rotates 180 °, the detection unit 72 detects the human driving force. As described with reference to FIG. 7B, the human-powered driving force HE in the third angle range where the rotation angle of the crank 12 is 91 ° to 269 ° is the human-powered driving force H when the rotation angle of the crank 12 is 90 °. Is determined according to
The manual driving force HE in the fourth angle range where the rotation angle of the crank 12 is 271 ° to 449 ° is determined according to the manual driving force H when the rotation angle of the crank 12 is 270 °. When the human-powered driving force H when the rotation angle of the crank 12 is 270 ° is smaller than the human-powered driving force H when the rotation angle of the crank 12 is 90 °, the amplitude of the human-powered driving force HE becomes smaller. As shown by the two-dot chain line, a step occurs between the amplitude T1 of the output torque in the third angle range and the amplitude T2 of the output torque in the fourth angle range. The control unit 62 may perform a filtering process on the manual driving force HE or the target output torque of the motor 32 so that the output torque does not suddenly change.
The control unit 62 stops the motor 32 when the rotation of the crank 12 stops. When stopping the rotation of the crank 12, the control unit 62 may control the motor 32 so that the rotation speed of the motor 32 gradually decreases after the rotation of the crank 12 stops. .
The torque calculation process of the control unit 62 in FIG. 6 may be started, for example, when electric power is supplied to the control unit 62, and the motor 32 is switched from the non-assist mode in which the motor 32 does not assist the propulsion of the manually driven vehicle 10. It may be started when the control mode is changed to the assist mode for assisting the propulsion of the manually driven vehicle 10. The torque calculation process of the control unit 62 of FIG. 6 repeats the process until the supply of power to the control unit 62 is stopped or the control mode is changed from the assist mode to the non-cyst mode, for example. The process ends when the supply of power to 62 is stopped or the control mode is changed from the assist mode to the non-cyst mode.

<Second embodiment>
A control device 60 according to the second embodiment will be described with reference to FIGS. The same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and overlapping descriptions will be omitted.

  As shown in FIG. 9, the manually driven vehicle 10 preferably further includes an input device 40 in addition to the configuration shown in the first embodiment. The input device 40 may be provided detachably on the manually driven vehicle 10. The control unit 62 is configured to be able to communicate with the input device 40 by wire or wireless communication. When the control unit 62 is configured to be able to communicate with the input device 40 by wired communication, the control unit 62 and the input device 40 are connected by, for example, power line communication. When the control unit 62 is configured to be connectable to the input device 40 by wired communication, the input unit 40 may be connected to any one of the control unit 62 and a communication line for connecting the control unit 62 and the input device 40. And a port unit for connecting the input device 40 and the control unit 62 by wire. When the control unit 62 is configured to be connectable to the input device 40 by wireless communication, a wireless communication unit is provided in each of the control unit 62 and the input device 40. An example of a wireless communication standard is ANT + (registered trademark) or Bluetooth (registered trademark).

The input device 40 includes one or a plurality of operation devices 42. The operation device 42 transmits an output signal to the control unit 62. The operation device 42 may include at least one of a push switch, a lever switch, and a touch panel. The input device 40 includes, for example, one of a lever switch, a cycle computer, a mobile phone, and a smartphone.
The control device 60 preferably further includes a pedal load sensor 76. The pedal load sensor 76 is used to detect the riding state of the occupant. The pedal load sensor 76 is provided on the pedal 18 or the crank 12. The pedal load sensor 76 detects a load applied to the pedal 18.
Control device 60 preferably includes a seating load sensor 78. The sitting load sensor 78 detects a sitting state. The sitting load sensor 78 detects a load applied to the saddle 16D. The sitting load sensor 78 is connected to the control unit 62 by wire or wirelessly.
Controller 60 preferably includes a saddle position sensor 80. The saddle position sensor 80 detects the height of the saddle 16D. The saddle position sensor 80 is connected to the control unit 62 by wire or wirelessly.
Controller 60 preferably includes a peripheral sensor 82. The peripheral sensor 82 is provided on the handlebar 16C or the frame 16. The peripheral sensor 82 includes, for example, a camera, and the camera of the peripheral sensor 82 photographs an area in front of the manually driven vehicle 10. The peripheral sensor may include a radar. The peripheral sensor 82 is connected to the control unit 62 by wire or wirelessly.
Controller 60 preferably includes a tilt sensor 84. The tilt sensor 84 is provided, for example, on the frame 16. The tilt sensor 84 includes a gyro. The inclination sensor 84 detects at least one of the inclination angle of the manually driven vehicle 10 in the front-rear direction and the left and right inclination angle of the manually driven vehicle 10. The tilt sensor 84 is connected to the control unit 62 by wire or wirelessly.
The control device 60 preferably includes a wind pressure sensor 86. The control device 60 preferably further includes a wind direction sensor. The wind pressure sensor 86 detects a wind pressure. For example, the wind pressure sensor 86 is provided on the handlebar 16C or the frame 16. The wind pressure sensor 86 is connected to the control unit 62 by wire or wirelessly.

  The control unit 62 obtains at least one of the specification of the manually driven vehicle 10 and the physical characteristics of the occupant of the manually driven vehicle 10 by operating the operation device 42. The specifications of the manually driven vehicle 10 and the physical characteristics of the occupant will be described later.

  As in the first embodiment, the control unit 62 responds to the human-powered driving force H when the rotation angle of the crank 12 is within a plurality of predetermined angle ranges AR separated from each other in the rotation direction of the crank 12. The motor 32 is controlled such that the output torque changes when the rotation angle of the crank 12 is outside a plurality of predetermined angle ranges AR.

  In the present embodiment, the phase of at least one predetermined angle range AR of the plurality of predetermined angle ranges AR can be changed. Specifically, preferably, the control unit 62 preferably controls the state of the human-powered vehicle 10, the specifications of the human-powered vehicle 10, the riding state of the occupant of the human-powered vehicle 10, the physical characteristics of the occupant of the human-powered vehicle 10, In addition, at least one of the width, the phase, and the number of the plurality of predetermined angle ranges AR is changed according to at least one of the traveling environments of the manually driven vehicle 10.

  A case where the phase of the predetermined angle range AR is changed will be described. For example, the phase of the predetermined angle range AR is changed by the control unit 62 such that the phase of the maximum value of the waveform of the manual driving force H falls within the predetermined angle range AR. The maximum value of the waveform of the human-powered driving force H is the state of the human-powered vehicle 10, the specifications of the human-powered vehicle 10, the riding state of the occupant of the human-powered vehicle 10, the physical characteristics of the occupant of the human-powered vehicle 10, and It changes according to at least one of the driving environments of the manually driven vehicle 10. The phase of the predetermined angle range AR may be changed according to an operation performed on the operation device 42 by the user. By changing the predetermined angle range AR by the control unit 62, the maximum value of the waveform of the manual driving force H can be reliably detected by the detection unit 72. When calculating the target value of the output torque of the motor 32, the shortage of the output torque of the motor 32 can be suppressed by using the manual driving force H including the maximum value.

  FIG. 10 shows an example in which the predetermined angle range AR is changed. For example, in the initial state, the first predetermined angle range AR1 is set in the range of 60 ° to 120 °, and the second predetermined angle range AR2 is set in the range of 240 ° to 300 °. In, the control unit 62 changes the first angle range AR1 to, for example, 40 ° to 100 °, and changes the second angle range AR2 to, for example, a range of 220 ° to 280 °.

  FIG. 11 shows another example in which the predetermined angle range AR is changed. FIG. 11A shows an example of a waveform of the human-powered driving force H in a state where the rotation angle of the crank 12 at which the human-powered driving force H has the maximum value is shifted from 90 ° to the top dead center side. As shown in FIG. 11A, when the rotation angle of the crank 12 at which the manual driving force H has the maximum value deviates from 90 °, the maximum value of the manual driving force H is included in the predetermined angle range AR. For example, it is preferable to change the predetermined angle ranges AR1 and AR2 shown in FIG. 7B to the predetermined angle ranges AR1 ′ and AR2 ′ shown in FIG. Preferably, the control unit 62 changes the predetermined angular ranges AR1 ′ and AR2 ′ and also changes the relational expression for calculating the manual driving force H to a relational expression that matches the waveform of the manual driving force H. I do. FIG. 11B shows an example of the waveform of the output torque. As an example in which the rotation angle of the crank 12 at which the human-powered driving force H has the maximum value shifts from 90 ° to the top dead center side, a case where the crank 12 is located ahead of the occupant, such as a recumbent, is cited. Can be

  FIG. 12 shows another example in which the predetermined angle range AR is changed. FIG. 12A shows an example of a waveform of the human-powered driving force H in a state where the rotation angle of the crank 12 at which the human-powered driving force H has the maximum value is shifted from 90 ° to the bottom dead center side. As shown in FIG. 12A, when the rotation angle of the crank 12 at which the human driving force H has the maximum value deviates from 90 °, the maximum value of the human driving force H is included in the predetermined angle range AR. For example, it is preferable to change the predetermined angle ranges AR1 and AR2 shown in FIG. 7B to the predetermined angle ranges AR1 ′ and AR2 ′ shown in FIG. Preferably, the control unit 62 changes the predetermined angular ranges AR1 ′ and AR2 ′ and also changes the relational expression for calculating the manual driving force H to a relational expression that matches the waveform of the manual driving force H. I do. FIG. 12B shows an example of the waveform of the output torque. As an example in which the rotation angle of the crank 12 at which the human-powered driving force H has the maximum value shifts from 90 ° to the bottom dead center side, there is a case where the crank 12 is located behind the occupant.

  FIG. 13 shows an example in which the width of the predetermined angle range AR is enlarged as compared with the case shown in FIG. When the first angle range AR1 is set to 90 °, the control unit 62 changes the first angle range AR1 to 80 ° to 100 °, for example. When the second angle range AR2 is set to 270 °, the control unit 62 changes the second angle range AR2 to, for example, 260 ° to 280 °. In the first angle range AR1 and the second angle range AR2 thus changed, the control unit 62 sets the target output torque based on the manual driving force H detected by the detection unit 72 and the predetermined ratio XA. Is calculated. The human-powered driving force HE in the angle range between the first angle range AR1 and the second angle range AR2 is the maximum value of the human-powered driving force H detected in the first angle range AR1 and the formula (1) and (1). It may be estimated based on the equation (2), and the value of the human-powered driving force H at the most downstream angle in the rotation direction of the crank 12 in the first angle range AR1 and the equations (1) and (2) And may be estimated from the waveform of the entire range of the first angle range AR1. Similarly, the manual driving force HE in the angle range from the second angle range AR2 to the first angle range AR1 in the next cycle is the maximum value of the human driving force H detected in the second angle range AR2. And the value of the human-powered driving force H at the most downstream angle in the rotation direction of the crank 12 in the second angle range AR2, and (1) ) And (2), and may be estimated from the waveforms of the entire second angle range AR2. When the width of the predetermined angle range AR is changed to be large, the estimated range of the manual driving force HE is narrowed. For example, when the human driving force H changes suddenly, the output torque of the motor 32 is changed to the human driving force. H can be easily followed. When the width of the predetermined angle range AR is changed to be small, the estimated range of the manual driving force HE is widened, so that the processing load of the control unit 62 can be reduced, for example.

  The control unit 62 may change the predetermined angle range AR change according to the user's operation on the operation device 42 or may change the angle range AR according to the vehicle-related information.

The number of the predetermined angle ranges AR may be changed according to the user's operation on the operation device 42 or may be changed according to the vehicle-related information. The number of the predetermined angle ranges AR is preferably changed according to the number of irregular changes in the manual driving force H. For example, when the human-powered vehicle 10 stands and runs on an uneven road surface, the human-powered driving force H tends to change irregularly in one cycle of the rotation of the crank 12. On the other hand, when the paved flat road continues, the manual driving force H tends to change regularly over several cycles of the rotation of the crank 12.
FIG. 14 shows an example in which the number of predetermined angle ranges AR is increased as compared with the case shown in FIG. For example, in one cycle of the rotation of the crank 12, the number of the predetermined angle ranges AR is changed from 2 to 8. Thereby, the waveform estimated by the control unit 62 can be made closer to the waveform of the manual driving force H applied to the crank 12.

Hereinafter, specific examples of the vehicle-related information will be described.
The state of the human-powered vehicle 10 is at least the vehicle speed of the human-powered vehicle 10, the rotation speed of the crank 12, the acceleration of the human-powered vehicle 10, the ratio of the rotation speed of the drive wheels to the rotation speed of the crank 12, and the inclination of the human-powered vehicle 10. Including one.
According to the vehicle speed of the manually driven vehicle 10, the rotation speed of the crank 12, the acceleration of the manually driven vehicle 10, the ratio of the rotation speed of the drive wheel 14 to the rotation speed of the crank 12, and the inclination of the manually driven vehicle 10, The waveform of the applied manual driving force H may change. For this reason, the control unit 62 determines the vehicle speed of the manually driven vehicle 10, the rotation speed of the crank 12, the acceleration of the manually driven vehicle 10, the ratio of the rotation speed of the drive wheel 14 to the rotation speed of the crank 12, and the At least one of the width, phase, and number of the predetermined angle range AR may be changed according to at least one inclination.

The specifications of the manually driven vehicle 10 include at least one of the length from the saddle 16D to the crankshaft 12A of the crank 12, the shape of the frame of the manually driven vehicle 10, the type of the frame, and the mounting state of the binding pedal.
The waveform of the manual driving force H applied to the crank 12 may change according to the difference in the specifications of the manual driving vehicle 10. For this reason, the control unit 62 determines at least one of the length from the saddle 16D to the crankshaft 12A of the crank 12, the shape of the frame of the manually driven vehicle 10, the type of the frame, and the mounting state of the binding pedal. At least one of the width, the phase, and the number of the predetermined angle range AR may be changed.

The riding state of the occupant of the manually driven vehicle 10 includes at least one of a state of sitting on the saddle 16D, a rowing state, and a state of running with a load applied to only one of the pedals 18.
The control unit 62 determines the riding state of the occupant based on signals output from at least one of the pedal load sensor 76, the crank rotation sensor 66, and the sitting load sensor 78. The pedal load sensor 76 is preferably provided on each of the left and right pedals 18, or the first crank arm 12B and the second crank arm 12C. The control unit 62 determines a sitting state based on a signal output from the sitting load sensor 78, for example. The control unit 62 determines the rowing state based on signals output from the sitting load sensor 78 and the crank rotation sensor 66, for example. The control unit 62 determines, for example, based on the difference between the loads on the left and right pedals 18 or the difference between the loads on the first crank arm 12B and the second crank arm 12C, whether one of the pedals 18 is loaded. I do.
There are cases where the waveform of the manual driving force H applied to the crank 12 changes depending on the difference in the riding state of the passenger. For this reason, the control unit 62 determines the angle range determined in advance based on at least one of the state of sitting on the saddle 16D, the rowing state, and the state of running while applying a load to only one of the pedals 18. At least one of the width, phase, and number of ARs may be changed. When the load applied to the pedal 18 can be detected by the detection unit 72, the pedal load sensor 76 is omitted, and the control unit 62 determines the riding state of the occupant based on the signal output from the detection unit 72. Good.

  The riding state of the occupant of the manually driven vehicle 10 includes the state of the load applied to the saddle 16D. The control unit 62 may change the predetermined angle range AR between a case where the load is equal to or less than the first threshold and a case where the load is larger than the first threshold, based on a signal output from the sitting load sensor 78, for example. Good. The control unit 62 may change at least one of the width, the phase, and the number of the predetermined angle range AR based on the state of the load applied to the saddle 16D.

The physical characteristics of the occupant of the manually driven vehicle 10 include the length of the legs. The waveform of the manual driving force H applied to the crank 12 may change according to the physical characteristics. For this reason, the control unit 62 changes at least one of the width, the phase, and the number of the predetermined angle range AR based on the length of the leg. Information on the length of the leg is stored in the storage unit 64 using the input device 40, for example.
The control unit 62 may change the phase of the predetermined angle range AR based on the difference or ratio between the position of the saddle 16D and the length between the crankshaft 12A and the length of the leg. When the length of the leg is longer than the length between the position of the saddle 16D and the crankshaft 12A and the difference is larger than a specified value, the bending of the leg becomes large when the rotation angle of the crank 12 is 90 °. The rotation angle of the crank 12 at which the human power applied to the crank 12 becomes maximum becomes greater than 90 °. When the length of the leg is longer than the length between the position of the saddle 16D and the crankshaft 12A and the difference is larger than a specified value, the controller 62 sets the phase of the predetermined angle range AR to the crankshaft 12D. To the downstream side in the rotation direction.

  The traveling environment of the manually driven vehicle 10 includes at least one of the type of traveling path, the inclination of the traveling path, the shape of the traveling path, the wind speed, and the wind direction. The waveform of the manual driving force H applied to the crank 12 may change depending on the traveling environment. For this reason, the control unit 62 determines at least one of the width, phase, and number of the predetermined angle range AR based on at least one of the type of the traveling road, the inclination of the traveling road, the shape of the traveling road, the wind speed, and the wind direction. Change one.

The control unit 62 may determine the type of the traveling road and the shape of the traveling road based on the image of the camera included in the peripheral sensor 82, store the map data in the storage unit 64, and use the GPS receiver. The determination may be made based on the received position information and the map data.
The types of travel paths include paved roads and unpaved roads. The slope of the traveling path includes flat, uphill, steep uphill, downhill, and steep downhill. The shape of the traveling path includes a sharp curve, a gentle curve, a bend, and a straight line. The control unit 62 determines, for example, that at least one of the following is true: the type of the traveling road is an unpaved road; the inclination of the traveling road is other than flat; and the shape of the traveling road is other than a straight line. Alternatively, at least one of the width and the number of the predetermined angle range AR may be increased.

  The control unit 62 determines at least one of the width, the phase, and the number of the predetermined angle range AR based on at least one of the inclination angle of the manually driven vehicle 10 in the front-rear direction and the left and right inclination angle of the manually driven vehicle 10. One may be changed. The control unit 62 shifts the phase of the predetermined angular range AR to the downstream side in the rotation direction of the crank 12 when, for example, the front of the manually driven vehicle 10 is inclined upward. When, for example, the front of human-powered vehicle 10 is inclined downward, control unit 62 shifts the phase of predetermined angular range AR to the upstream side in the rotation direction of crank 12.

  For example, when the wind speed increases or decreases, the control unit 62 changes the number of the predetermined angle ranges AR.

<Third embodiment>
A control device 60 according to the third embodiment will be described. The same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and overlapping descriptions will be omitted.

The control device 60 according to the third embodiment controls the motor 32 that assists the propulsion of the human-powered vehicle 10 having the crank 12 according to the human-powered driving force H input to the crank 12, as in the first embodiment. The control unit 62 includes
The control unit 62 controls the motor 32 when the rotation angle of the crank 12 is out of the predetermined angle range AR, according to the manual driving force H obtained when the rotation angle of the crank 12 is in the predetermined angle range AR. I do. In addition, the control unit 62 controls the state of the human-powered vehicle 10, the specifications of the human-powered vehicle 10, the riding state of the occupant of the human-powered vehicle 10, the physical characteristics of the occupant of the human-powered vehicle 10, and the human-powered vehicle. At least one of the width, phase, and number of the predetermined angle range AR is changed according to at least one of the ten traveling environments.

  Examples of the state of the human-powered vehicle 10, examples of the specifications of the human-powered vehicle 10, examples of the riding state of the occupants of the human-powered vehicle 10, examples of the physical characteristics of the occupants of the human-powered vehicle 10, and human-powered vehicles The example of the 10 traveling environments is the same as the example described in the second embodiment.

  In the third embodiment, in one cycle of the crank 12, at least one predetermined angle range AR may be provided, and a plurality of predetermined angle ranges AR may be provided. When a plurality of predetermined angle ranges AR are set, each of the plurality of predetermined angle ranges AR is independent of the state of the human-powered vehicle 10, the specifications of the human-powered vehicle 10, and the passengers of the human-powered vehicle 10. At least one of the width, phase, and number of the predetermined angle range AR is changed according to at least one of the riding state, the physical characteristics of the occupant of the manually driven vehicle 10, and the traveling environment of the manually driven vehicle 10. May be done.

<Fourth embodiment>
In each embodiment, the control unit 62 may include the following configuration.
The control unit 62 controls the difference between the maximum value and the minimum value of the output torque of the motor 32 to be smaller when the binding pedal is mounted on the crank 12 than when the binding pedal is not mounted on the crank 12. , And controls the motor 32. The binding pedal is also called a clipless pedal or a clip-in pedal.

For example, when the binding pedal is mounted on the human-powered vehicle 10, the control unit 62 adjusts the relational expression (1) in order to cause the motor 32 to output an appropriate assist force. The target output torque for controlling the motor 32 is calculated using the calculated output torque. The control unit 62 determines that the difference between the maximum value and the minimum value of Y in Expression (1) of the relational expression used for estimating the human driving force H is different from the human driving force H when the binding pedal is mounted. Equation (1) is modified so that an appropriate value is obtained. For example, in Expression (1), the value of “A” is reduced.
As shown in FIG. 15, the control unit 62 further modifies the equation (1) to increase the average value of Y to obtain the equation (3).
Y = A {sin (2θ−π / 2) +1} + B (3)
Equation (3) is an equation obtained by adding a constant term B to the right side of equation (1). In FIG. 15, the waveform corresponding to the expression (1) is indicated by a two-dot chain line, and the waveform corresponding to the expression (3) is indicated by a solid line. By estimating the manual driving force HE using the equation (3), when the binding pedal is mounted on the manual driving vehicle 10, an appropriate assist force can be applied by the motor 32. The expression (3) is registered in, for example, the storage unit 64. The control unit 62 changes the relational expression used for estimating the human-powered driving force HE from the expression (1) to the expression (3) based on the signal regarding the mounting state of the binding pedal. A signal regarding the mounting state of the binding pedal is provided to the control unit 62 using the input device 40, for example.

<Fifth embodiment>
In each embodiment, the control unit 62 may further include the following configuration.
The controller 62 determines that the difference between the maximum value and the minimum value of the output torque of the motor 32 is higher when the maximum value of the manual driving force H is equal to or more than the predetermined value than when the maximum value of the manual driving force H is less than the predetermined value. The motor 32 is controlled to be smaller.
For example, when the maximum value of the manual driving force H is equal to or more than a predetermined value, the control unit 62 adjusts the relational expression (1) in order to cause the motor 32 to output an appropriate assist force. The target output torque for controlling the motor 32 is calculated using the calculated output torque. The controller 62 modifies the relational expression (1) used for estimating the manual driving force H so that the difference between the maximum value and the minimum value of Y becomes an appropriate value. For example, the control unit 62 modifies the expression (1) so that the maximum value of Y does not change and the minimum value of Y increases. The first relational expression includes the expressions (1) and (2), and the second relational expression includes the modified expression obtained by modifying the expression (1) and the expression (2). When the maximum value of the manual driving force H is equal to or more than a predetermined value, the pulsation of the motor 32 tends to increase. However, in the present embodiment, the pulsation of the motor 32 can be suppressed.

  The control unit 62 executes a torque calculation process shown in FIG. The torque calculation process includes the following steps S21 to S28. Steps S21 to S24 correspond to steps S11 to S14 in the first embodiment, respectively. Through steps S21 to S24, the control unit 62 acquires the manual driving force H in the predetermined angle range AR.

  In step S25, the control unit 62 extracts the maximum value of the manual driving force H from the manual driving force H obtained from the measured data, and determines whether the maximum value of the manual driving force HE is equal to or greater than a predetermined value. When the maximum value of the manual driving force H is less than the predetermined value, the control unit 62 executes Step S26. When the maximum value of the manual driving force H is equal to or more than the predetermined value, the control unit 62 executes Step S27.

  In step S26, the control unit 62 estimates the human driving force HE outside the predetermined angle range AR based on the human driving force H in the predetermined angle range AR and the first relational expression. In one example, the first relational expression includes the relational expression of the first embodiment. Specifically, the human-powered driving force HE in the angle range from the predetermined angle range AR from which the measured data is obtained to the next angle range AR from which the measured data is obtained is estimated using the first relational expression. Thereafter, in step S28, the control unit 62 calculates a target output torque based on the manual driving force HE.

  In step S27, the control unit 62 estimates the manual driving force HE based on the actually measured data and the second relational expression. Specifically, the human-powered driving force HE in an angle range from a predetermined angle range AR from which the measured data is obtained to a next angle range AR from which the measured data is obtained is estimated using the second relational expression. After that, the control unit 62 executes step S28, and calculates a target output torque based on the manual driving force HE.

  In step S28, the control unit 62 calculates a target output torque based on the manual driving force HE at each rotation angle of the crank 12. For example, the control unit 62 calculates a multiplied value of the ratio XA of the output torque to the manual driving force HE and the manual driving force H as the output torque of the target value.

<Sixth embodiment>
In each embodiment, the control unit 62 may further include the following configuration.
The control unit 62 controls the motor 32 such that the difference between the maximum value and the minimum value of the output torque of the motor 32 is reduced when the running resistance of the manually driven vehicle 10 increases. Further, when the running resistance of the manually driven vehicle 10 decreases, the control unit 62 controls the motor 32 such that the difference between the maximum value and the minimum value of the output torque of the motor 32 increases.

  Specifically, when the running resistance of the manually driven vehicle 10 increases or decreases, the control unit 62 adjusts the relational expression (1) in order to set an appropriate assist amount, and uses the adjusted expression to adjust the motor. The target output torque for controlling the P.32 is calculated. The control unit 62 sets (1) such that the difference between the maximum value and the minimum value of Y in Expression (1) of the relational expression (1) used for estimating the manual driving force H is an appropriate value for the running resistance. Transform the formula. For example, the control unit 62 modifies the expression (1) so that the maximum value of Y does not change and the minimum value of Y increases. A third relational expression includes a modified expression obtained by modifying expression (1) and expression (2).

The running resistance is defined by the following equation.
Running resistance = CdS (V−Va) ² + μmg + μg sin θ + mVx (4)
CdS (V-Va) ² represents air resistance.
μmg represents rolling resistance.
μg sin θ indicates a gradient resistance.
mVx represents acceleration resistance.
"G" means gravitational acceleration. Information on the gravitational acceleration is stored in the storage unit 64 in advance, for example.
"M" means mass. Here, "m" means the total mass of the mass of the manually driven vehicle 10, the weight of the occupant, and the luggage. The information on the mass may be stored in the storage unit 64 in advance, or may be stored or set in the storage unit 64 by the input device 40, for example.
“CdS” means an air resistance coefficient determined from the front projected area, the air density, and the shape of the manually driven vehicle 10. Information on the air resistance coefficient is stored in the storage unit 64 in advance, for example.
“Μ” means rolling friction coefficient. Information about the rolling friction coefficient is stored in the storage unit 64 in advance, for example.
“Θ” means a tilt angle.
“Va” means the wind speed. Preferably, control device 60 further includes, for example, a wind speed sensor. The wind speed sensor is connected to the control unit 62.
“V” means the vehicle speed.
“Vx” means acceleration. Control device 60 further includes, for example, an acceleration sensor. The control unit 62 may calculate the acceleration from the vehicle speed detected by the vehicle speed sensor 68.
In the present embodiment, the running resistance includes an air resistance, a rolling resistance, a gradient resistance, and an acceleration resistance, but the running resistance includes at least one of an air resistance, a rolling resistance, a gradient resistance, and an acceleration resistance. May be included, or only arbitrary two or three may be included.

  The control unit 62 executes a torque calculation process shown in FIG. The torque calculation process includes the following steps S31 to S38. Steps S31 to S34 correspond to steps S11 to S14 in the first embodiment. Through steps S31 to S34, control unit 62 obtains human-powered driving force H in predetermined angle range AR.

  In step S35, the control unit 62 determines whether the running resistance is increasing or the running resistance is decreasing. For example, the specified range of the running resistance is defined as a specified range that is equal to or more than a first value and equal to or less than a second value that is larger than the first value. When the running resistance is smaller than the first value, the control unit 62 determines that the running resistance has decreased. The control unit 62 determines that the running resistance is increasing when the running resistance is larger than a second value larger than the first value. When the running resistance is within the specified range, the control unit 62 executes Step S36. When the running resistance is increasing or decreasing, the control unit 62 executes Step S37.

  In step S36, the control unit 62 estimates the manual driving force HE outside the predetermined angle range AR based on the manual driving force H in the predetermined angle range AR and the first relational expression. In one example, the first relational expression includes the relational expression of the first embodiment. Specifically, the human-powered driving force HE in the angle range from the predetermined angle range AR from which the measured data is obtained to the next angle range AR from which the measured data is obtained is estimated using the first relational expression. After that, in step S38, the control unit 62 calculates a target output torque based on the manual driving force HE.

  In step S37, the control unit 62 estimates the manual driving force HE based on the actually measured data and the third relational expression. Specifically, the human-powered driving force HE in an angle range from a predetermined angle range AR from which the measured data is obtained to a next angle range AR from which the measured data is obtained is estimated using the third relational expression. After that, the control unit 62 executes step S38, and calculates a target output torque based on the manual driving force HE.

  In step S38, the control unit 62 calculates a target output torque based on the manual driving force H at each rotation angle of the crank 12. For example, the control unit 62 calculates a multiplication value of the ratio XA of the output torque to the manual driving force H and the manual driving force H as the output torque of the target value.

<Other embodiments>
In each embodiment, the control unit 62 supplies electric power to the detection unit 72 so that the crank 12 receives actual measurement data from the detection unit 72 in the predetermined angle range AR, and activates the detection unit 72. When the angle falls outside the predetermined angle range AR, the supply of power to the detection unit 72 may be stopped, and the detection unit 72 may be stopped. Thus, power consumption can be reduced. The control unit 62 includes, for example, a switch that changes its state in accordance with the magnetic force of a magnet provided in the crank 12 when the crank 12 enters the predetermined angle range AR, and does not require a control program. The supply may be started and stopped.

  The relational expression used for estimating the manual driving force H is not limited to the example of each embodiment. Instead of the relational expression, the human-powered driving force H may be estimated using a predetermined waveform, and the human-powered driving force H may be estimated using a map indicating the relationship between the rotation angle of the crank 12 and the human-powered driving force H. Is also good. The relational expression may include a term of a cubic function, and may include a term of a quartic function. When the predetermined angle range AR is 8 or more in one cycle, the relational expression applied to the angle range between the predetermined angle range AR and the next predetermined angle range AR may be a linear function. .

In each embodiment, the detection unit 72 that detects the manual driving force H is provided in the output unit 36, but the arrangement of the detection unit 72 is not limited to this. For example, the detection unit 72 may be provided on at least one of the first crank arm 12B and the second crank arm 12C, or may be provided on the pedal 18. The detection unit 72 may be mounted on the shoe sole of the occupant.
In the second embodiment, the configuration excluding at least one of the input device 40, the pedal load sensor 76, the sitting load sensor 78, the saddle position sensor 80, the peripheral sensor 82, the inclination sensor 84, and the wind pressure sensor 86 is as follows. Can be omitted. For example, in the second embodiment, any one of the input device 40, the pedal load sensor 76, the sitting load sensor 78, the saddle position sensor 80, the peripheral sensor 82, the inclination sensor 84, and the wind pressure sensor 86, any one of Two, three, four, five, or six configurations may be omitted.

AR: predetermined angle range, AR1: first angle range, AR2: second angle range, H: manual drive force, X: ratio, XA: ratio, 10: human drive vehicle, 12: crank, 12A: crank Shaft, 12B: first crank arm, 12C: second crank arm, 14: drive wheel, 16: frame, 16A: saddle, 16D: saddle, 18: pedal, 32: motor, 42: operating device, 60: manual drive Vehicle control device (control device), 62: control unit, 72: detection unit.

Claims (22)

A motor-driven vehicle control device including a control unit that controls a motor that assists in propulsion of a manually driven vehicle having a crank in accordance with a manual driving force input to the crank,
The control unit includes:
According to the human-powered driving force obtained when the rotation angle of the crank is within a plurality of predetermined angle ranges that are separated from each other in the rotation direction of the crank, the rotation angle of the crank is the plurality of predetermined angles. A control device for a manually driven vehicle that controls the motor so that the output torque changes when the output torque is out of the range. The crank includes a first crank arm and a second crank arm having a rotation phase different from that of the first crank arm by 180 degrees,
The plurality of predetermined angle ranges include a first angle range and a second angle range,
The first angle range is provided in a range where the first crank arm moves from a top dead center to a bottom dead center when the crank rotates in a first direction,
The said 2nd angle range is provided in the range which the said 2nd crank arm moves from a top dead center to a bottom dead center, when the said crank rotates in a 1st direction. Control device. The first angle range includes an angle at which the first crank arm rotates 90 ° from a top dead center when the crank rotates in a first direction,
The control device for a manually driven vehicle according to claim 2, wherein the second angle range includes an angle at which the second crank arm rotates 90 ° from a top dead center when the crank rotates in the first direction. The control device for a manually driven vehicle according to any one of claims 1 to 3, wherein a phase of at least one predetermined angle range of the plurality of predetermined angle ranges is changeable. The control unit is configured to control a state of the human-powered vehicle, a specification of the human-powered vehicle, a riding state of a passenger of the human-powered vehicle, physical characteristics of a passenger of the human-powered vehicle, and traveling of the human-powered vehicle. Changing at least one of the width, the phase, and the number of the plurality of predetermined angle ranges according to at least one of the environments;
The control device for a manually driven vehicle according to any one of claims 1 to 4. A motor-driven vehicle control device including a control unit that controls a motor that assists in propulsion of a manually driven vehicle having a crank in accordance with a manual driving force input to the crank,
The control unit includes:
According to the human-powered driving force obtained when the rotation angle of the crank is within a predetermined angle range, the motor is controlled when the rotation angle of the crank is outside the predetermined angle range,
At least one of a state of the human-powered vehicle, specifications of the human-powered vehicle, a riding state of a passenger of the human-powered vehicle, physical characteristics of a passenger of the human-powered vehicle, and a traveling environment of the human-powered vehicle A control device for a manually driven vehicle, wherein at least one of the width, phase, and number of the predetermined angle range is changed according to the following. The state of the manually driven vehicle is at least the vehicle speed of the manually driven vehicle, the rotation speed of the crank, the acceleration of the manually driven vehicle, the ratio of the rotation speed of the drive wheels to the rotation speed of the crank, and the inclination of the manually driven vehicle. The control device for a manually driven vehicle according to claim 5, wherein the control device includes one. The specification of the manually driven vehicle includes at least one of a length from a saddle to a crankshaft of the crank, a shape of a frame of the manually driven vehicle, a type of the frame, and a mounting state of a binding pedal. The control device for a manually driven vehicle according to any one of claims 7 to 7. The riding state of the occupant of the manually driven vehicle includes at least one of a state of sitting on a saddle, a rowing state, and a state of running with a load applied to only one of the pedals. The control device for a manually driven vehicle according to any one of claims 1 to 8. The riding state of the occupant of the manually driven vehicle includes a state of a load applied to the saddle,
The control device for a manually driven vehicle according to any one of claims 5 to 9. The control device for a manually driven vehicle according to any one of claims 5 to 10, wherein the physical characteristics of the occupant of the manually driven vehicle include a length of a leg. The human-powered vehicle according to any one of claims 5 to 11, wherein the traveling environment of the manually-powered vehicle includes at least one of a type of a traveling path, a slope of the traveling path, a shape of the traveling path, a wind speed, and a wind direction. Control device. The control unit is configured to obtain at least one of specifications of the manually driven vehicle and physical characteristics of a passenger of the manually driven vehicle by operating an operation device.
The control device for a manually driven vehicle according to any one of claims 5 to 12. The control unit is configured such that when the binding pedal is mounted on the crank, the difference between the maximum value and the minimum value of the output torque of the motor is smaller than when the binding pedal is not mounted on the crank. The control device for a manually driven vehicle according to any one of claims 1 to 13, which controls the motor. When the maximum value of the manual driving force is equal to or greater than a predetermined value, the control unit may determine a difference between the maximum value and the minimum value of the output torque of the motor, as compared with a case where the maximum value of the manual driving force is less than the predetermined value. The control device for a manually driven vehicle according to any one of claims 1 to 14, wherein the motor is controlled such that is smaller. The control unit controls the motor such that a difference between a maximum value and a minimum value of the output torque of the motor is reduced when a running resistance of the manually driven vehicle increases. The control device for a manually driven vehicle according to claim 1. The control unit controls the motor such that the difference between the maximum value and the minimum value of the output torque of the motor increases when the running resistance of the manually driven vehicle decreases. The control device for a manually driven vehicle according to claim 1. The said control part estimates the said human-powered driving force in case the rotation angle of the said crank is out of the said predetermined angle range using a part of waveform which has a periodic amplitude. A control device for a manually-powered vehicle according to the paragraph. Including a detection unit for detecting the manual driving force,
The control device for a manually driven vehicle according to any one of claims 1 to 18, wherein the control unit obtains a signal regarding a manual driving force from the detection unit only when the crank is in the predetermined angle range. The control device for a manually driven vehicle according to claim 19, wherein the detection unit wirelessly transmits a signal regarding the manually driven force to the control unit. A human-powered vehicle control device including a control unit that estimates a human-powered driving force input to a crank,
The control unit includes:
According to the human-powered driving force obtained when the rotation angle of the crank is within a plurality of predetermined angle ranges that are separated from each other in the rotation direction of the crank, the rotation angle of the crank is the plurality of predetermined angles. A human-powered vehicle control device for estimating the human-powered driving force in a case outside the range. A human-powered vehicle control device including a control unit that estimates a human-powered driving force input to a crank,
The control unit includes:
According to the human-powered driving force in the case where the rotation angle of the crank is in a predetermined angle range, the human-powered driving force is estimated outside the predetermined angle range in which the rotation angle of the crank is predetermined,
At least one of a state of the human-powered vehicle, a specification of the human-powered vehicle, a riding state of a passenger of the human-powered vehicle, a physical characteristic of a passenger of the human-powered vehicle, and a traveling environment of the human-powered vehicle A control device for a manually driven vehicle, wherein at least one of a width, a phase, and a number of the predetermined angle range is changed in response.