JP2020029207A - Control device for man power driving vehicle - Google Patents

Abstract

To provide a control device for a man power driving vehicle which can control a motor preferably.SOLUTION: A control device for a man power driving vehicle is used in a man power driving vehicle. The man power driving vehicle includes: a first input part and a second input part which are respectively connected to a crank shaft and to which man power driving power is applied; and a motor which assists propulsion of the man power driving vehicle. The control device for the man power driving vehicle includes a control part which changes a control state of the motor according to a balance between a first load applied to the first input part and a second load applied to the second input part.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for a manually driven vehicle.

  For example, the control device for a manually driven vehicle disclosed in Patent Document 1 controls the motor so that the ratio of the output of the motor to the manually driven force input to the manually driven vehicle becomes a predetermined ratio.

JP-A-10-59260

  One of the objects of the present invention is to provide a control device for a manually driven vehicle that can suitably control a motor.

A control device for a manually driven vehicle according to a first aspect of the present disclosure is a control device for a manually driven vehicle used for a manually driven vehicle, wherein the manually driven vehicle is connected to a crankshaft, and is provided with a manually driven force. A first input unit and a second input unit; and a motor for assisting propulsion of the manually driven vehicle, wherein the control device for a manually driven vehicle includes a first load applied to the first input unit and a second load applied to the first input unit. A control unit configured to change a control state of the motor according to a balance with a second load applied to the input unit.
According to the control device for a manually driven vehicle of the first aspect, the motor can be suitably controlled in accordance with the balance between the first load and the second load.

In the control device for a manually driven vehicle according to the second aspect according to the first aspect of the present disclosure, the control unit may include a first ratio of the first load to the second load, or a ratio of the first load to the second load. The control state of the motor is changed according to the difference.
According to the control device for a manually driven vehicle of the second aspect, the control state of the motor can be suitably changed according to the first ratio or the difference between the first load and the second load.

In the control device for a manually driven vehicle according to the third aspect according to the second aspect of the present disclosure, the control unit controls the motor in the first control state when the state where the first ratio is included in the first range is maintained. Controlling, when the first ratio is not included in the first range, controlling the motor in the second control state. In the first control state, the motor is more driven than in the second control state. At least one of the second ratio of the output of the motor to the force and the maximum value of the output of the motor is small.
According to the control device for a manually driven vehicle of the third aspect, when the state where the first ratio is included in the first range is maintained, only the second ratio, only the maximum value of the motor output, or the second ratio and Both the maximum value of the motor output can be reduced.

In the control device for a manually driven vehicle according to the fourth aspect according to the third aspect of the present disclosure, the first range includes at least a part of a range from 7/13 to 13/7.
According to the control device for a manually driven vehicle of the fourth aspect, when the first ratio is in the first range including 7/13 or more and 13/7 or less, only the second ratio, only the maximum value of the motor output, Alternatively, both the second ratio and the maximum value of the motor output can be reduced.

In the control device for a manually driven vehicle according to the fifth aspect according to the fourth aspect of the present disclosure, the first range includes one.
According to the control device for a manually driven vehicle of the fifth aspect, when the first ratio is in the first range including 1, only the second ratio, only the maximum value of the motor output, or the second ratio and the motor output Both of the maximum values can be reduced.

A control device for a manually driven vehicle according to a sixth aspect of the present disclosure is a control device for a manually driven vehicle used for a manually driven vehicle, wherein the manually driven vehicle is respectively connected to a crankshaft and is provided with a manually driven force. A first input unit, a second input unit, and a motor for assisting propulsion of the manually driven vehicle, wherein the control device for a manually driven vehicle changes a state of a change in a first load applied to the first input unit. And a control unit that changes a control state of the motor according to a state of change of a second load applied to the second input unit.
According to the control device for a manually driven vehicle of the sixth aspect, the motor is controlled according to the state of change of the first load applied to the first input unit and the state of change of the second load applied to the second input unit. Can be suitably controlled.

In the control device for a manually-powered vehicle according to a seventh aspect according to the sixth aspect of the present disclosure, the control unit is configured such that, when the first input unit and the second input unit are located at positions other than a top dead center and a bottom dead center, The control state of the motor is changed according to a state of a change in a first load applied to the first input unit and a state of a change in a second load applied to the second input unit.
According to the control device for a manually driven vehicle of the seventh aspect, when the first input unit and the second input unit are located at positions other than the top dead center and the bottom dead center, the first load applied to the first input unit is reduced. The motor can be suitably controlled according to the change state and the change state of the second load applied to the second input unit.

In the control device for a manually driven vehicle according to the eighth aspect according to the sixth or seventh aspect of the present disclosure, the motor assists propulsion of the manually driven vehicle while the crankshaft is rotating in the first rotation direction. The control unit is configured such that, after one of the first load and the second load, which is given in the first rotation direction, increases, the control unit outputs the first load and the second load. When the other provided in the second rotation direction opposite to the one rotation direction increases, the control state of the motor changes.
According to the control device for a manually driven vehicle of the eighth aspect, after one of the first load and the second load applied in the first rotation direction increases, the second rotation of the first load and the second load increases. When the other given in the direction increases, the motor can be suitably controlled.

In the control device for a manually driven vehicle according to a ninth aspect according to the eighth aspect of the present disclosure, when the control unit is controlling the motor in a second control state, the control unit selects one of the first load and the second load. After the one applied in the first rotation direction of the crankshaft increases, the other applied in the second rotation direction of the crankshaft among the first load and the second load increases, Changing the control state of the motor from the second control state to the first control state, wherein in the first control state, the human-powered driving force input to the human-powered vehicle is greater than in the second control state. At least one of the second ratio of the output of the motor to the motor and the maximum value of the output of the motor is small.
According to the control device for a manually driven vehicle of the ninth aspect, after one of the first load and the second load applied in the first rotation direction increases, the second rotation of the first load and the second load increases. When the other given in the direction increases, only the second ratio, only the maximum value of the motor output, or both the second ratio and the maximum value of the motor output can be reduced.

A control device for a manually driven vehicle according to a tenth aspect of the present disclosure is a control device for a manually driven vehicle used for a manually driven vehicle, wherein each of the manually driven vehicles is connected to a crankshaft and is provided with a manual driving force. A first input unit, a second input unit, and a motor that assists in propulsion of the manually driven vehicle while the crankshaft is rotating in a first rotation direction, wherein the control device for a manually driven vehicle includes: When one of the first load applied to the first input unit and the second load applied to the second input unit in the second rotation direction of the crankshaft is equal to or greater than a predetermined value, and A control unit that changes the control state of the motor when the value is less than the predetermined value is included.
According to the control device for a manually driven vehicle of the tenth aspect, one of the first load and the second load, which is given in the second rotation direction of the crankshaft, is equal to or greater than a predetermined value and less than or equal to a predetermined value. In some cases, the motor can be suitably controlled.

In the control device for a manually driven vehicle according to an eleventh aspect according to the tenth aspect of the present disclosure, the control unit may be configured to output a first load applied to the first input unit and a second load applied to the second input unit. When the one applied in the second rotation direction of the crankshaft is equal to or greater than the predetermined value, the motor is controlled in a first control state, and the first load applied to the first input unit and the second input unit are controlled. When the one of the second loads applied in the second rotation direction of the crankshaft is less than the predetermined value, the motor is controlled in the second control state, and in the first control state, At least one of the second ratio of the output of the motor to the human-powered driving force and the maximum value of the output of the motor is smaller than in the second control state.
According to the control device for a manually driven vehicle of the eleventh aspect, when one of the first load and the second load, which is given in the second rotation direction of the crankshaft, is equal to or more than a predetermined value, only the second ratio is applied to the motor. Only the maximum value of the output or both the second ratio and the maximum value of the output of the motor can be reduced.

In the control device for a manually driven vehicle according to the twelfth aspect according to the tenth or eleventh aspect of the present disclosure, the predetermined value is 80 Newton or more.
According to the control device for a manually driven vehicle of the twelfth aspect, the motor can be suitably controlled using a predetermined value of 80 Newton or more.

In the control device for a manually driven vehicle according to the thirteenth aspect according to the tenth or eleventh aspect of the present disclosure, the predetermined value is 150 Newton or less.
According to the control device for a manually driven vehicle of the thirteenth aspect, the motor can be suitably controlled using a predetermined value of 150 Newton or less.

In the control device for a manually-powered vehicle according to the fourteenth aspect, according to any one of the third, ninth, and eleventh aspects of the present disclosure, the control unit may be configured to perform the operation when the rotational phase of the crankshaft is outside a fourth range And controlling the motor in the first control state is prohibited.
According to the control device for a manually driven vehicle of the fourteenth aspect, when the rotation phase of the crankshaft is outside the fourth range, at least one of the second ratio and the maximum value of the motor output can be suppressed from decreasing.

In the control device for a manually driven vehicle according to a fifteenth aspect according to the fourteenth aspect of the present disclosure, the first input unit and the second input unit are connected to the crankshaft at a phase separated from each other by 180 degrees in the rotation direction of the crankshaft. The fourth range includes a rotation phase of the crankshaft in which the first input unit and the second input unit are 90 degrees apart from the top dead center and the bottom dead center, respectively.
According to the control device for a manually driven vehicle of the fifteenth aspect, the first input unit and the second input unit are in accordance with the fourth range including the rotational phase of the crankshaft 90 degrees away from the top dead center and the bottom dead center, respectively. The motor can be suitably controlled.

In the control device for a manually driven vehicle according to any one of the third, ninth, eleventh, fourteenth, and fifteenth aspects of the present disclosure, the control unit controls a rotation speed of the crankshaft. If the speed is higher than a predetermined speed, controlling the motor in the first control state is prohibited.
According to the control device for a manually driven vehicle of the sixteenth aspect, at least one of the second ratio and the maximum value of the output of the motor can be suppressed from decreasing when the rotation speed of the crankshaft is equal to or higher than a predetermined speed.

In the control device for a manually driven vehicle according to any one of the first to sixteenth aspects of the present disclosure, the first input unit and the second input unit each include a crank arm.
According to the control device for a manually driven vehicle of the seventeenth aspect, the motor can be suitably controlled in accordance with the first load and the second load applied to the crank arm.

In the control device for a manually driven vehicle according to any one of the first to seventeenth aspects of the present disclosure, the first input unit and the second input unit each include a pedal.
According to the control device for a manually driven vehicle of the eighteenth aspect, the motor can be suitably controlled according to the first load and the second load applied to the pedal.

The control device for a manually driven vehicle according to a nineteenth aspect according to a seventeenth aspect of the present disclosure, further includes a detection unit that detects the first load and the second load, wherein the detection unit is provided on the crank arm.
According to the control device for a manually driven vehicle of the nineteenth aspect, the first load and the second load applied to the crank arm by the detection unit can be suitably detected.

The control device for a manually driven vehicle according to the twentieth aspect according to the eighteenth aspect of the present disclosure, further includes a detection unit that detects the first load and the second load, wherein the detection unit is provided on the pedal.
According to the control device for a manually driven vehicle of the twentieth aspect, the first load and the second load applied to the pedal by the detection unit can be suitably detected.

  The control device for a manually driven vehicle according to the present disclosure can suitably control the motor.

1 is a side view of a manually driven vehicle including a control device for a manually driven vehicle according to a first embodiment. FIG. 2 is a block diagram showing an electric configuration of the control device for a manually driven vehicle according to the first embodiment. 3 is a flowchart of a process of switching a control state of a motor, which is performed by the control unit in FIG. 2. 9 is a flowchart of a process performed by the control unit according to the second embodiment to change from the second control state to the first control state. 9 is a flowchart of a process performed by the control unit according to the second embodiment to change from the first control state to the second control state. 4 is a flowchart of a process of switching a control state of a motor, which is executed by the control unit in FIG. 3.

(1st Embodiment)
A control device 50 for a manually driven vehicle according to the first embodiment will be described with reference to FIGS. Hereinafter, the control device 50 for a manually driven vehicle will be simply referred to as the control device 50. The control device 50 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. Bicycles include electric bicycles (E-bikes) that are powered by an electric motor. Electric bicycles include electric assist bicycles that assist the vehicle with electric motors. Electric bicycles include electrically assisted bicycles whose propulsion is assisted by an electric motor. Hereinafter, in the embodiment, the manually driven vehicle 10 will be described as a bicycle having two wheels.

  The manual drive vehicle control device 50 is used in the manual drive vehicle 10. The manually driven vehicle 10 includes a first input unit 14 and a second input unit 16 that are respectively connected to the crankshaft 12 and that are supplied with a manually driven force H, and a motor 18 that assists the propulsion of the manually driven vehicle 10. The first input unit 14 and the second input unit 16 each include a crank arm 20. The manual drive vehicle 10 includes a crank 22. The crankshaft 12, the crank arm 20 of the first input unit 14, and the crank arm 20 of the second input unit 16 are included in the crank 22. Preferably, first input section 14 and second input section 16 each include a pedal 24. The manual drive vehicle 10 further includes drive wheels 26 and a frame 28. The manual driving force H is input to the crank 22. The crankshaft 12 is rotatable with respect to the frame 28. The crank arms 20 are respectively provided at axial ends of the crankshaft 12. A pair of pedals 24 is connected to each crank arm 20. The drive wheels 26 are driven by the rotation of the crank 22. The drive wheels 26 are supported by a frame 28. The crank 22 and the drive wheel 26 are connected by a drive mechanism 30. Drive mechanism 30 includes a first rotating body 32 coupled to crankshaft 12. The crankshaft 12 and the first rotating body 32 may be connected via a first one-way clutch. The first one-way clutch is configured to cause the first rotating body 32 to rotate forward when the crank 22 rotates forward, and to prevent the first rotating body 32 from rotating backward when the crank 22 rotates backward. The first rotating body 32 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 30 further includes a second rotating body 34 and a connecting member 36. The connecting member 36 transmits the torque of the first rotating body 32 to the second rotating body 34. The connection member 36 includes, for example, a chain, a belt, or a shaft.

  The second rotating body 34 is connected to the drive wheel 26. The second rotating body 34 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 34 and the drive wheel 26. The second one-way clutch is configured to cause the drive wheel 26 to rotate forward when the second rotating body 34 rotates forward, and to prevent the drive wheel 26 from rotating backward when the second rotating body 34 rotates backward. . The control device for a manually driven vehicle 50 may include a transmission 42 used to change the rotation speed of the drive wheel 26 with respect to the rotation speed of the crankshaft 12. The transmission 42 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal transmission. The transmission 42 may include only the front derailleur, only the rear derailleur, only the internal transmission, or any combination of the front derailleur, the rear derailleur, and the internal transmission. In the present embodiment, at least one of the first rotating body 32 and the second rotating body 34 includes a plurality of sprockets. Only the first rotating body 32, only the second rotating body 34, or both the first rotating body 32 and the second rotating body 34 may include a plurality of sprockets. In the present embodiment, the first rotator 32 includes one sprocket, and the second rotator 34 includes a plurality of sprockets. The derailleur includes a front derailleur when the first rotating body 32 includes a plurality of front sprockets, and includes a rear derailleur when the second rotating body 34 includes a plurality of front sprockets. When the transmission 42 includes an internal transmission, the internal transmission is provided, for example, on a hub of the drive wheel 26.

  The manual drive vehicle 10 includes a front wheel and a rear wheel. A front wheel is attached to the frame 28 via a front fork 28A. A handlebar 28C is connected to the front fork 28A via a stem 28B. In the following embodiments, the rear wheels will be described as the drive wheels 26, but the front wheels may be the drive wheels 26.

  The manual drive vehicle 10 further includes a battery 38. Battery 38 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 38 is provided in the manually driven vehicle 10 and supplies power to other electric components electrically connected to the battery 38, for example, the motor 18 and the control device 50. The battery 38 is communicably connected to the control unit 52 of the control device 50 by wire or wirelessly. The battery 38 can communicate with the control unit 52 by, for example, power line communication (PLC). The battery 38 may be attached to the outside of the frame 28, or at least a part thereof may be housed inside the frame 28.

  The manual drive vehicle 10 further includes a drive circuit 40 for the motor 18. It is preferable that the motor 18 and the drive circuit 40 are provided in the same housing. The drive circuit 40 controls electric power supplied from the battery 38 to the motor 18. The drive circuit 40 is communicably connected to the control unit 52 by wire or wirelessly. The drive circuit 40 can communicate with the control unit 52 by, for example, serial communication. The drive circuit 40 drives the motor 18 according to a control signal from the control unit 52. The motor 18 assists the propulsion of the manually driven vehicle 10. Motor 18 includes an electric motor. The motor 18 is provided so as to transmit rotation to the power transmission path of the manual driving force H from the pedal 24 to the rear wheel, or to the front wheel. The motor 18 is provided on at least one of the frame 28, the rear wheels, and the front wheels of the manually driven vehicle 10. The motor 18 may be provided only on the frame 28 of the manually driven vehicle 10, only on the rear wheels, only on the front wheels, or on any combination of the frame 28, the rear wheels, and the front wheels. In one example, the motor 18 is coupled to a power transmission path from the crankshaft 12 to the first rotating body 32. A power transmission path between the motor 18 and the crankshaft 12 is provided with a third one-way so that the motor 18 does not rotate due to the rotational force of the crank 22 when the crankshaft 12 is rotated in the direction in which the manually driven vehicle 10 moves forward. Preferably, a clutch is provided. In the housing in which the motor 18 and the drive circuit 40 are provided, a configuration other than the motor 18 and the drive circuit 40 may be provided. For example, a reduction gear that reduces the rotation of the motor 18 and outputs the reduced speed may be provided.

  The control device 50 includes a control unit 52. Control unit 52 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 52 may include one or more microcomputers. The control unit 52 may include a plurality of arithmetic processing units separately arranged at a plurality of locations. Control device 50 further includes a storage unit 54. The storage unit 54 stores various control programs and information used for various control processes. The storage unit 54 includes, for example, a nonvolatile memory and a volatile memory. The control unit 52 and the storage unit 54 are provided in, for example, a housing in which the motor 18 is provided.

Control device 50 further includes a crank rotation sensor 56, a vehicle speed sensor 58, and a torque sensor 60.
The crank rotation sensor 56 is used to detect the rotation speed N of the crankshaft 12 of the manually driven vehicle 10. The crank rotation sensor 56 is attached to, for example, the frame 28 of the manually driven vehicle 10 or a housing in which the motor 18 is provided. The crank rotation sensor 56 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet in which the strength of the magnetic field changes in the circumferential direction is provided on the crankshaft 12 or a power transmission path from the crankshaft 12 to the first rotating body 32. The crank rotation sensor 56 is communicably connected to the control unit 52 by wire or wirelessly. The crank rotation sensor 56 outputs a signal corresponding to the rotation speed N of the crankshaft 12 to the control unit 52. The crank rotation sensor 56 may be provided on a member that rotates integrally with the crankshaft 12 in a power transmission path of the manual driving force H from the crankshaft 12 to the first rotating body 32. For example, the crank rotation sensor 56 may be provided on the first rotating body 32 when the first one-way clutch is not provided between the crankshaft 12 and the first rotating body 32. The crank rotation sensor 56 may be used to detect the vehicle speed V of the manually driven vehicle 10. In this case, the control unit 52 calculates the rotation speed of the drive wheel 26 according to the rotation speed N of the crankshaft 12 detected by the crank rotation sensor 56 and the gear ratio, and calculates the vehicle speed V of the manually driven vehicle 10. Is detected. Information on the gear ratio is stored in the storage unit 54 in advance.

  When the transmission 42 for changing the gear ratio is provided in the human-powered vehicle 10, the control unit 52 calculates the gear ratio in accordance with the vehicle speed V of the human-powered vehicle 10 and the rotation speed N of the crankshaft 12. May be. In this case, information on the circumference of the drive wheel 26, the diameter of the drive wheel 26, or the radius of the drive wheel 26 is stored in the storage unit 54 in advance. Control device 50 may include a shift sensor. The shift sensor is provided in the transmission 42, for example. The shift sensor detects the current shift stage of the transmission 42. The shift sensor is electrically connected to the control unit 52. The relationship between the shift stage and the gear ratio is stored in the storage unit 54 in advance. The control unit 52 can detect the current gear ratio from the detection result of the gear shift sensor. The control unit 52 can calculate the rotation speed N of the crankshaft 12 by dividing the rotation speed of the drive wheel 26 by the gear ratio. In this case, the vehicle speed sensor 58 and the speed change sensor may be used as the crank rotation sensor 56. The shift sensor may be provided not on the transmission 42 but on the shift operating section or on the shift wire.

  The vehicle speed sensor 58 is used to detect the rotation speed of the wheel. The vehicle speed sensor 58 is electrically connected to the control unit 52 by wire or wirelessly. The vehicle speed sensor 58 is communicably connected to the control unit 52 by wire or wirelessly. Vehicle speed sensor 58 outputs a signal corresponding to the rotation speed of the wheels to control unit 52. The control unit 52 calculates the vehicle speed V of the manually driven vehicle 10 based on the rotation speed of the wheels. The controller 52 stops the motor 18 when the vehicle speed V becomes equal to or higher than a predetermined value. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor includes, for example, a magnetic reed constituting a reed switch or a Hall element. The vehicle speed sensor may be configured to be attached to the chain stay of the frame 28 and detect a magnet attached to the rear wheel, or may be provided to the front fork 28A and configured to detect a magnet attached to the front wheel. In another example, vehicle speed sensor 58 includes a GPS receiver. The control unit 52 may detect the vehicle speed V of the manually driven vehicle 10 according to the GPS information acquired by the GPS reception unit, the map information recorded in the storage unit 54 in advance, and the time. Preferably, control unit 52 includes a timer for measuring time.

  The torque sensor 60 is used for detecting the torque TH of the manual driving force H. The torque sensor 60 is provided in, for example, a housing in which the motor 18 is provided. The torque sensor 60 detects the torque TH of the manual driving force H input to the crank 22. For example, when a first one-way clutch is provided in the power transmission path, the torque sensor 60 is provided upstream of the first one-way clutch. The torque sensor 60 includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. When the torque sensor 60 includes a strain sensor, the strain sensor is preferably provided on an outer peripheral portion of a rotating body included in the power transmission path. The torque sensor 60 may include a wireless or wired communication unit. The communication section of the torque sensor 60 is configured to be able to communicate with the control section 52.

  The motor 18 is configured to assist the propulsion of the manually driven vehicle 10 while the crankshaft 12 is rotating in the first rotation direction A1. The first rotation direction A1 corresponds to the rotation direction of the crankshaft 12 when the manually driven vehicle 10 moves forward.

  The control unit 52 controls the motor 18 so that the assisting force by the motor 18 becomes a predetermined second ratio A with respect to the manual driving force H, for example. The control unit 52 may control the motor 18 so that the output torque TM of the assisting force by the motor 18 with respect to the torque TH of the manual driving force H of the manual driving vehicle 10 becomes a predetermined second ratio A, for example. . The control unit 52 controls the motor 18 in one control mode selected from a plurality of control modes having different second ratios A of the output of the motor 18 with respect to the manual driving force H, for example. The torque ratio AT of the output torque TM of the motor 18 to the torque TH of the manual driving force H of the manual driving vehicle 10 may be described as a second ratio A. The control unit 52 controls the motor 18 such that the power WM (watt) of the motor 18 becomes a predetermined second ratio A with respect to the power WH (watt) of the manual driving force H, for example. Good. The power WH of the manual driving force H is calculated by multiplying the manual driving force H and the rotation speed N of the crank 22. When the output of the motor 18 is input to the power path of the manual driving force H via the reduction gear, the output of the reduction gear is used as the output of the motor 18. The control unit 52 outputs a control command to the drive circuit 40 of the motor 18 according to the torque TH or the power WH of the manual driving force H. The control command includes, for example, a torque command value.

  The control unit 52 controls the motor 18 so that the maximum value MX of the output of the motor 18 becomes equal to or less than a predetermined value. The control unit 52 controls the motor 18 in one control mode selected from a plurality of control modes having different maximum values MX, for example. The output of the motor 18 includes the output torque TM of the motor 18. The output of the motor 18 may include the power WM of the motor 18. In this case, the control unit 52 controls the motor 18 so that the power WM of the motor 18 becomes equal to or less than the predetermined value WM1. The predetermined value WM1 is, for example, 500 watts. The predetermined value WM1 is 300 watts in another example. The control unit 52 may control the motor 18 so that the torque ratio AT is equal to or less than the predetermined torque ratio AT1. The predetermined torque ratio AT1 is, for example, 300%.

  In each of the plurality of control modes, at least one of the second ratio A and the maximum value MX of the output of the motor 18 may be different. In each of the plurality of control modes, only the second ratio A, only the maximum value MX, or both the second ratio A and the maximum value MX may be different. In this case, the control unit 52 controls the motor 18 so that the output of the motor 18 is equal to or less than the second ratio A defined in the control mode of the selected motor 18 and equal to or less than the predetermined value.

  The control unit 52 changes the control state of the motor 18 according to the balance between the first load G1 applied to the first input unit 14 and the second load G2 applied to the second input unit 16.

  In one example, the control device 50 further includes a detection unit 62 that detects the first load G1 and the second load G2, and the detection unit 62 is provided on the crank arm 20. The detection unit 62 is provided on each crank arm 20. The detection unit 62 includes, for example, a strain sensor and the like. The strain sensor includes a strain gauge. It is preferable that the detection unit 62 detects distortion caused by bending of the crank arm 20 in a direction perpendicular to the direction in which each crank arm 20 extends and the direction in which the rotation axis of the crank shaft 12 extends. One of the first load G1 and the second load G2 sets a force applied to one of the rotation directions of the crank arm 20 to a positive value, and the other applies a force applied to the other of the rotation directions of the crank arm 20. The detected force is detected as a positive value.

  In another example, as shown by a two-dot chain line in FIG. 2, control device 50 further includes a detection unit 64 that detects first load G1 and second load G2, and detection unit 64 is provided on pedal 24. . The detection unit 64 is provided for each pedal 24. The detection unit 64 includes, for example, a load sensor or a pressure sensor. The detection unit 64 is provided on at least one of the surface of the pedal 24 and the connection between the pedal 24 and the crank arm 20. The detection unit 64 may be provided only on the surface of the pedal 24, only on the connection between the pedal 24 and the crank arm 20, or on both the surface of the pedal 24 and the connection between the pedal 24 and the crank arm 20. The connection portion includes a pedal shaft that rotatably supports pedal 24 with respect to crank arm 20. It is preferable that the detection unit 64 detects a load or a pressure load applied to each pedal 24 in a vertical downward direction, or a load or a pressure load in a tangential direction below a rotation locus of each pedal 24. When the detection unit 64 detects a vertically downward load or a pressure load applied to each pedal 24, the first load G1 and the second load G2 correct the vertical downward force applied to each pedal 24. Is preferably detected as the value of When the detection unit 64 detects a load or a pressure load tangentially below the rotation locus of each pedal 24, one of the first load G1 and the second load G2 is one of the rotation directions of the crank arm 20. Is detected as a positive value, and the force applied to the other of the rotation directions of the crank arm 20 is detected as a positive value.

  Control device 50 may include both detection unit 62 and detection unit 64, or may include only one of them. When the control device 50 includes both the detection unit 62 and the detection unit 64, the control unit 52 performs the first load G1 and the second load G2 detected by the detection unit 62 and the first load G2 detected by the detection unit 64. The control state of the motor 18 may be changed using one or both of the G1 and the second load G2.

  The control unit 52 changes the control state of the motor 18 according to the first ratio R of the first load G1 to the second load G2 or the difference between the first load G1 and the second load G2. When the control unit 52 changes the control state of the motor 18 according to the difference between the first load G1 and the second load G2, for example, the control unit 52 sets the absolute value of the difference between the first load G1 and the second load G2. If the value is less than the predetermined value, the motor 18 is controlled in the third control state. If the absolute value of the difference between the first load G1 and the second load G2 is equal to or more than the predetermined value, the motor 18 is controlled in the fourth control state. I do. In the third control state, it is preferable that at least one of the second ratio A of the output of the motor 18 with respect to the manual driving force H and the maximum value MX of the output of the motor 18 be smaller than in the fourth control state. . In the third control state, it is preferable that only the second ratio A and only the maximum value MX, or both the second ratio A and the maximum value MX are smaller than in the fourth control state.

  When the control unit 52 changes the control state of the motor 18 according to the first ratio R, for example, preferably, the control unit 52 preferably maintains a state where the first ratio R is included in the first range XR. The motor 18 is controlled in the first control state, and when the first ratio R is not included in the first range XR, the motor 18 is controlled in the second control state. In the case of the first control state, at least one of the second ratio A of the output of the motor 18 to the manual driving force H and the maximum value MX of the output of the motor 18 are smaller than in the case of the second control state. In the first control state, only the second ratio A, only the maximum value MX, or both the second ratio A and the maximum value MX are smaller than in the second control state. Preferably, the first range XR includes at least a part of 7/13 or more and 13/7 or less. Preferably, the first range XR includes 1. The lower limit of the first range XR is preferably 7/13 or more, and the upper limit is preferably 13/7 or less. The median of the first range XR is preferably 1. The storage unit 54 may store the first range XR so as to be changeable. In this case, it is preferable that the first range XR be changeably stored in the storage unit 54 by an operation unit provided on the manually driven vehicle 10 and an external device.

  When the rider puts his foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and does not pedal the pedal 24, or when the rider does not pedal the pedal 24 and the second When the foot is placed on the pedal 24 of the two-input unit 16 and the crank 22 is swung at a small angle, the state where the first ratio R is included in the first range XR is likely to be maintained. For this reason, when the state where the first ratio R is included in the first range XR is maintained, by controlling the motor 18 in the first control state, the rider can step on the pedal 24 with the foot on the pedal 24. If not, and if the occupant swings the crank 22 with his foot on the pedal 24, at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 can be reduced. . This makes it easier to balance the manually driven vehicle 10, particularly when the occupant is standing with his feet on the pedals 24.

  Preferably, when the rotation phase of crankshaft 12 is out of the fourth range, control unit 52 prohibits control of motor 18 in the first control state. The first input unit 14 and the second input unit 16 are connected to the crankshaft 12 at phases that are 180 degrees apart from each other in the rotation direction of the crankshaft 12, and the fourth range includes the first input unit 14 and the second input unit 16 Preferably include the rotational phase of the crankshaft 12 90 degrees away from the top dead center and the bottom dead center, respectively. For example, when the top dead center is 0 degree of the rotation phase of the crankshaft 12, the fourth range is a range of the rotation phase of the crankshaft 12 from 45 degrees or more to 135 degrees or less, and a range of 225 degrees or more to 315 degrees or less. The range of the rotation phase of the crankshaft 12 up to the degree is included.

  In particular, when the occupant is standing on the pedals 24 of the first input unit 14 and the pedals 24 of the second input unit 16 and is not pedaling, the crank arm 20 of the first input unit 14 and the second The crank arm 20 of the two-input unit 16 is likely to be maintained in a region including a rotational phase that is 90 degrees away from the vertical dead center. When the rider steps on the pedal 24, the crank arm 20 of the first input unit 14 and the crank arm 20 of the second input unit 16 are also positioned outside the fourth range including the rotation phase 90 degrees away from the vertical dead center. It's easy to do. Therefore, by prohibiting the control of the motor 18 in the first control state when the rotation phase of the crankshaft 12 is out of the fourth range, when the rider pedals, the second ratio of the output of the motor 18 is reduced. A and at least one of the maximum value MX of the output of the motor 18 can be suppressed from being reduced.

  Preferably, when the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX, the control unit 52 prohibits the control of the motor 18 in the first control state. The predetermined speed NX preferably includes a value that can determine that the occupant is pedaling the pedal 24 intentionally. When the rotation speed N of the crankshaft 12 is equal to or higher than a predetermined speed NX, the control of the motor 18 is prohibited in the first control state, and the motor 18 is controlled in the second control state, so that the rider pedals. In addition, it is possible to prevent at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 from decreasing.

  The process of changing the control state of the motor 18 will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S11 in the flowchart shown in FIG.

  In step S11, the control unit 52 determines whether the rotation speed N of the crankshaft 12 is equal to or higher than a predetermined speed NX. When the rotation speed N of the crankshaft 12 is not higher than or equal to the predetermined speed NX, the control unit 52 proceeds to step S12.

  In step S12, the control unit 52 determines whether the rotation phase of the crankshaft 12 is outside the fourth range. When the rotation phase of the crankshaft 12 is not outside the fourth range, the control unit 52 proceeds to Step S13.

  The control unit 52 determines whether or not the first ratio R is included in the first range XR in Step S13. When the first ratio R is in the first range XR in step S13, the control unit 52 proceeds to step S13.

  The control unit 52 determines whether the state where the first ratio R is included in the first range XR is maintained in Step S14. For example, when the time after determining that the first ratio R is included in the first range XR is equal to or longer than a predetermined time, the control unit 52 determines that the first ratio R is included in the first range XR. Is determined to be maintained. For example, the control unit 52 includes the first ratio R in the first range XR continuously for a predetermined number of times or more in the detection cycle of the first load G1 and the second load G2 or in the calculation cycle of the first ratio R. In this case, it is determined that the state where the first ratio R is included in the first range XR is maintained. When the state where the first ratio R is included in the first range XR is maintained, the control unit 52 proceeds to Step S15. The control unit 52 controls the motor 18 in the first control state in step S15, and ends the processing.

  When the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX in step S11, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state, and ends the processing. When the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX, the control unit 52 does not control the motor 18 in the first control state. If the determination in step S11 is YES, the control unit 52 may set a flag that prohibits the control of the motor 18 in the first control state, and ends the process. In this case, if the determination in step S11 is NO, the control unit 52 may release the flag for inhibiting the control of the motor 18 in the first control state.

  If the rotational phase of the crankshaft 12 is outside the fourth range in step S12, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state, and ends the processing. When the rotation phase of the crankshaft 12 is out of the fourth range, the controller 52 does not control the motor 18 in the first control state. If the determination in step S12 is YES, the control unit 52 may set a flag that prohibits the control of the motor 18 in the first control state, and ends the process. In this case, if the determination in step S12 is NO, the control unit 52 may release the flag for inhibiting the control of the motor 18 in the first control state.

  If the first ratio R is not included in the first range XR in step S13, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state, and ends the processing. When the first ratio R is not included in the first range XR, the control unit 52 does not control the motor 18 in the first control state. When the determination in step S13 is NO, the control unit 52 may set a flag that prohibits the control of the motor 18 in the first control state, and ends the process. In this case, if the determination in step S13 is YES, the control unit 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

  When the state where the first ratio R is included in the first range XR is not maintained in step S14, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state, and ends the processing. The controller 52 does not control the motor 18 in the first control state when the state where the first ratio R is included in the first range XR is not maintained. When the determination in step S14 is NO, the control unit 52 may set a flag that prohibits the control of the motor 18 in the first control state, and ends the process. In this case, if the determination in step S14 is YES, the control unit 52 may release the flag for inhibiting the control of the motor 18 in the first control state.

(2nd Embodiment)
A control device 50 according to the second embodiment will be described with reference to FIGS. The control device 50 according to the second embodiment is the same as the control device 50 according to the first embodiment except that the process of switching between the first control state and the second control state is different, and thus is common to the first embodiment. The same components as those in the first embodiment are denoted by the same reference numerals, and redundant description will be omitted.

  The control unit 52 controls the control state of the motor 18 according to the state of the change of the first load G1 applied to the first input unit 14 and the state of the change of the second load G2 applied to the second input unit 16. To change. Preferably, when the first input unit 14 and the second input unit 16 are located at positions other than the top dead center and the bottom dead center, the control unit 52 may change the state of the first load G1 applied to the first input unit 14. The control state of the motor 18 is changed according to the state of the change of the second load G2 applied to the second input unit 16.

  After one of the first load G1 and the second load G2 given in the first rotation direction A1 increases, the control unit 52 determines whether the first load G1 and the second load G2 are the first rotation direction A1. It includes a control unit 52 that changes the control state of the motor 18 when the other given in the opposite second rotation direction A2 increases.

  When controlling the motor 18 in the second control state, the control unit 52 increases one of the first load G1 and the second load G2 in the first rotation direction A1 of the crankshaft 12 after the increase. When the other of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 increases, the control state of the motor 18 is changed from the second control state to the first control state. The control unit 52 has at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 smaller in the first control state than in the second control state.

  The first input unit 14 is located within a range including the rotational phase of the crankshaft 12 located in front of the manually driven vehicle 10 from the top dead center and the bottom dead center, and the second input unit 16 is located at the top dead center and the bottom dead center. When the first load G1 of the first input unit 14 is located within a range including the rotation phase of the crankshaft 12 located behind the manually driven vehicle 10 from the point, the first rotation direction of the crankshaft 12 due to gravity and treading force. A1. In this case, the second load G2 of the second input unit 16 is applied in the second rotation direction A2 of the crankshaft 12 by gravity and treading force. The first input unit 14 is located within a range including the rotation phase of the crankshaft 12 located behind the manually driven vehicle 10 from the top dead center and the bottom dead center, and the second input unit 16 is located at the top dead center and the bottom dead center. When the first load G1 of the first input unit 14 is located within a range including the rotational phase of the crankshaft 12 located forward of the manually driven vehicle 10 from the point, the first rotational direction of the crankshaft 12 is caused by the gravity and the treading force. A2. In this case, the second load G2 of the second input unit 16 is provided in the first rotation direction A1 of the crankshaft 12 by gravity and treading force.

  When the rider places his / her foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and does not step on the pedal 24, at least one of the first load G1 and the second load G2 becomes zero. Also included. For example, when the first load G1 is larger than the second load, the crankshaft 12 rotates in one of the first rotation direction A1 and the second rotation direction A2 where the force of the first load G1 is applied. For example, when the first load G1 is smaller than the second load G2, the crankshaft 12 rotates in one of the first rotation direction A1 and the second rotation direction A2 where the force of the second load G2 is applied.

  When the rider places his / her foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and does not step on the pedal 24, the first rotation of the first load G1 and the second load G2 is performed. One provided in the direction A1 and the other provided in the second rotation direction A2 of the first load G1 and the second load G2 are likely to increase and decrease alternately. Therefore, after one of the first load G1 and the second load G2 applied in the first rotation direction A1 increases, the other of the first load G1 and the second load G2 applied in the second rotation direction A2 is increased. When the occupant is not pedaling the pedal 24, the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 are controlled by controlling the motor in the first control state when At least one can be reduced.

  With reference to FIG. 4, a process for changing the control state of the motor 18 from the second control state to the first control state will be described. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S21 in the flowchart shown in FIG. In the present embodiment, the control unit 52 starts up in the second control state when power is supplied.

  The control unit 52 determines whether or not the motor 18 is controlled in the second control state in Step S21. If the control unit 52 does not control the motor 18 in the second control state in step S21, the process ends. When controlling the motor in the second control state, the control unit 52 proceeds to Step S22.

  The control unit 52 determines whether or not the rotation speed N of the crankshaft 12 is equal to or higher than a predetermined speed NX in step S22. When the rotation speed N of the crankshaft 12 is not higher than or equal to the predetermined speed NX, the control unit 52 proceeds to Step S23.

  In step S23, the control unit 52 determines whether the rotation phase of the crankshaft 12 is outside the fourth range. When the rotation phase of the crankshaft 12 is not outside the fourth range, the control unit 52 proceeds to Step S24. When the rotation phase of the crankshaft 12 is in the fourth range, the first input unit 14 and the second input unit 16 are located at positions other than the top dead center and the bottom dead center.

  In step S24, after one of the first load G1 and the second load G2 that is given in the first rotation direction A1 of the crankshaft 12 increases in step S24, the control unit 52 determines whether the first load G1 and the second load G2 It is determined whether or not the other given in the second rotation direction A2 of the crankshaft 12 has increased. For example, after one of the first load G1 and the second load G2 given in the first rotation direction A1 of the crankshaft 12 increases, the control unit 52 sets the first load G1 and the second load G2 within a predetermined time. Among them, when the other given in the second rotation direction A2 of the crankshaft 12 increases, the determination in step S25 is YES. After one of the first load G1 and the second load G2 that is given in the first rotation direction A1 of the crankshaft 12 increases, the control unit 52 controls the crankshaft 12 of the first load G1 and the second load G2. If the other given in the second rotation direction A2 has increased, the process moves to step S25. In step S25, the control unit 52 changes the state from the second control state to the first control state, and ends the process.

  If the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX in step S22, the control unit 52 ends the process. When the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX, the control unit 52 does not control the motor 18 in the first control state. If the determination in step S22 is YES, the control unit 52 may set a flag that prohibits the control of the motor 18 in the first control state, and ends the process. In this case, if the determination in step S22 is NO, the control unit 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

  If the rotation phase of the crankshaft 12 is outside the fourth range in step S23, the control unit 52 ends the process. When the rotation phase of the crankshaft 12 is out of the fourth range, the controller 52 does not control the motor 18 in the first control state. If the determination in step S23 is YES, the control unit 52 may set a flag that prohibits the control of the motor 18 in the first control state, and ends the process. In this case, if the determination in step S23 is NO, the control unit 52 may release the flag for inhibiting the control of the motor 18 in the first control state.

  In step S24, the control unit 52 determines that the first load G1 and the second load G2, which are given in the first rotation direction A1 of the crankshaft 12, increase within a predetermined time after one of the first load G1 and the second load G2 increases. If the other of the load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 has not increased, the process ends. After one of the first load G1 and the second load G2 that is given in the first rotation direction A1 of the crankshaft 12 increases, the control unit 52 controls the crankshaft 12 of the first load G1 and the second load G2. If the other given in the second rotation direction A2 does not increase, the motor 18 is not controlled in the first control state. If NO in step S24, control unit 52 may set a flag for prohibiting control of motor 18 in the first control state, and end the process. In this case, the control unit 52 may release the flag that prohibits the control of the motor 18 in the first control state in the case of YES in step S24.

  With reference to FIG. 5, a process for changing the control state of the motor 18 from the first control state to the second control state will be described. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S31 in the flowchart shown in FIG.

  In step S31, the control unit 52 determines whether the motor 18 is controlled in the first control state. If the control unit 52 does not control the motor 18 in the first control state, the process ends. When the control unit 52 controls the motor 18 in the first control state, the process proceeds to step S32.

  In step S32, the control unit 52 determines whether a condition for changing to the second control state is satisfied. The condition for changing to the second control state is satisfied, for example, when the rotation speed N of the crankshaft 12 is equal to or higher than a predetermined speed NX. The condition for changing to the second control state is satisfied, for example, when the rotation phase of the crankshaft 12 is out of the fourth range. The condition for changing to the second control state is, for example, that one of the first load G1 and the second load G2 given in the first rotation direction A1 of the crankshaft 12 increases, and then the first load G1 and the second load G2. This holds when the other of G2 given in the second rotation direction A2 of the crankshaft 12 has not increased. The condition for changing to the second control state may be satisfied when at least one of the plurality of conditions is satisfied, and may be satisfied when two or more predetermined conditions among the plurality of conditions are satisfied. It may be.

  If the condition for changing to the second control state is not satisfied in step S32, the control unit 52 ends the process. If the condition for changing to the second control state is satisfied in step S32, the control unit 52 proceeds to step S33. In step S33, the control unit 52 changes the state to the second control state, and ends the process.

(Third embodiment)
With reference to FIG. 6, a control device 50 of the third embodiment will be described. The control device 50 of the third embodiment is the same as the control device 50 of the first embodiment except that the process of switching between the first control state and the second control state is different, and is thus common to the first embodiment. The same components as those in the first embodiment are denoted by the same reference numerals, and redundant description will be omitted.

  The control unit 52 determines one of the first load G1 applied to the first input unit 14 and the second load G2 applied to the second input unit 16 in the second rotation direction A2 of the crankshaft 12 in advance. The control state of the motor 18 is changed when the value is equal to or more than the value GX and when the value is less than the predetermined value GX. Preferably, the predetermined value GX is equal to or greater than 80 Newtons. More preferably, the predetermined value GX is equal to or less than 150 Newton.

  The control unit 52 determines whether one of the first load G1 applied to the first input unit 14 and the second load G2 applied to the second input unit 16 in the second rotation direction A2 of the crankshaft 12 is a predetermined value. In the case of GX or more, the motor 18 is controlled in the first control state, and the second rotation of the crankshaft 12 among the first load G1 applied to the first input unit 14 and the second load G2 applied to the second input unit is controlled. When one of the directions A2 is smaller than the predetermined value GX, the motor 18 is controlled in the second control state. The control unit 52 has at least one of the second ratio A and the maximum value MX of the output of the motor 18 smaller in the first control state than in the second control state.

  When the rider puts his / her foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and does not step on the pedal 24, the second rotation of the first load G1 and the second load G2 is performed. The force applied in the direction A2 tends to be larger than when the pedal 24 is being pedaled. Therefore, when one of the first load G1 and the second load G2 given in the second rotation direction A2 is equal to or larger than the predetermined value GX, the motor is controlled in the first control state, so that the rider can use the pedal 24. Is not rowed, at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 can be reduced.

  With reference to FIG. 6, a process for changing the control state of the motor 18 from the second control state to the first control state will be described. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S11 in the flowchart shown in FIG.

  The control unit 52 executes the process of step S41 of FIG. 6 instead of the process of step S14 of FIG. The control unit 52 performs the same processing in steps S11, S12, S15, and S16 in FIG. 6 as in steps S11, S12, S15, and S16 in FIG. The control unit 52 performs the same process as step S13 in FIG. 3 in step S13 in FIG. 6, and proceeds to step S41 when the determination in step S13 in FIG. 6 is YES.

  In step S41, the control unit 52 determines whether one of the first load G1 and the second load G2 given in the second rotation direction A2 of the crankshaft 12 is equal to or greater than a predetermined value GX. When one of the first load G1 and the second load G2 given in the second rotation direction A2 of the crankshaft 12 is equal to or greater than the predetermined value GX, the control unit 52 proceeds to step S15.

  In step S41, when one of the first load G1 and the second load G2 given in the second rotation direction A2 of the crankshaft 12 is not equal to or greater than the predetermined value GX in step S41, the process proceeds to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state, and ends the processing. When one of the first load G1 and the second load G2 given in the second rotation direction A2 of the crankshaft 12 is not equal to or more than the predetermined value GX, the control unit 52 controls the motor 18 in the first control state. Do not control. When the determination in step S41 is NO, the control unit 52 may set a flag that prohibits the control of the motor 18 in the first control state, and ends the process. In this case, if the determination in step S41 is YES, the control unit 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

(Modification)
The description of the embodiment is an example of a form that can be taken by the control device for a manually driven vehicle according to the present invention, and is not intended to limit the form. The control device for a manually driven vehicle according to the present invention can take a form in which, for example, a modified example of the embodiment described below and at least two modified examples that do not contradict each other are combined. In the following modified examples, portions common to the embodiment will be denoted by the same reference numerals as those in the embodiment, and description thereof will be omitted.

  In the first embodiment, after one of the first load G1 and the second load G2 that is given in the first rotation direction A1 increases, the second rotation direction A2 of the first load G1 and the second load G2. Is increased, and the state where the first ratio R is included in the first range XR is maintained, and the second rotation of the crankshaft 12 among the first load G1 and the second load G2 is performed. If one of the directions A2 is equal to or greater than a predetermined value GX, the motor 18 may be controlled in the first control state.

  In the first embodiment, when the state where the first ratio R is included in the first range XR is maintained, and in the first load G1 and the second load G2, in the second rotation direction A2 of the crankshaft 12 If one of the given values is equal to or greater than a predetermined value GX, the motor 18 may be controlled in the first control state.

  In the first embodiment, after one of the first load G1 and the second load G2 that is given in the first rotation direction A1 increases, the second rotation direction A2 of the first load G1 and the second load G2. Is increased, and the state where the first ratio R is included in the first range XR is maintained, and the second rotation of the crankshaft 12 among the first load G1 and the second load G2 is performed. When one of the first load G1 and the second load G2 that is given in the second rotation direction A2 of the crankshaft 12 is equal to or greater than a predetermined value GX when one of the directions given in the direction A2 is equal to or more than a predetermined value GX. Alternatively, the motor 18 may be controlled in the first control state.

  In the second embodiment, when one of the first load G1 and the second load G2 given in the second rotation direction A2 of the crankshaft 12 is equal to or greater than a predetermined value GX, and the first load G1 and the second load G2 In the first control state, when one of the first load G1 and the second load G2, which is applied in the second rotation direction A2, increases after one of the loads G2 applied in the first rotation direction A1 increases. The motor 18 may be controlled.

The order of the processes of steps S11, S12, S13, and S14 in FIG. 3 of the first embodiment may be changed.
The order of the processes of steps S22, S23, S24, and S25 in FIG. 4 of the second embodiment may be changed.
The order of the processes in steps S11, S12, S13, and S41 in FIG. 6 of the third embodiment may be changed.

  Step S11 may be omitted from the processing of FIG. 3 of the first embodiment and FIG. 6 of the third embodiment. In this case, when power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S12 in the flowchart shown in FIG. 3 or FIG.

  Step S12 may be omitted from the processing of FIG. 3 of the first embodiment and FIG. 6 of the third embodiment. In this case, if NO in step S11, the control unit 52 proceeds to step S13.

  Step S13 may be omitted from the processing of FIG. 3 of the first embodiment and FIG. 6 of the third embodiment. In this case, if NO in step S12, the control unit 52 proceeds to step S14.

Step S14 may be omitted from the processing in FIG. 3 of the first embodiment. In this case, if YES in step S13, control unit 52 proceeds to step S15.
From the processing in FIG. 3 of the first embodiment, any two or any three of steps S11, S12, S13, and S14 may be omitted.
Step S41 may be omitted from the processing in FIG. 6 of the third embodiment. In this case, if YES in step S13, control unit 52 proceeds to step S15.

  -From the process of FIG. 6 of the third embodiment, any two or any three of steps S11, S12, S13, and S41 may be omitted.

Step S22 may be omitted from the processing in FIG. 4 of the second embodiment. In this case, if NO in step S22, control unit 52 proceeds to step S23.
Step S23 may be omitted from the processing in FIG. 4 of the second embodiment. In this case, if NO in step S23, control unit 52 proceeds to step S24.
Steps S22 and S23 may be omitted from the processing in FIG. 4 of the second embodiment.

  In the second embodiment and its modifications, the first control state is changed from the second control state in accordance with the amount of change in the first load G1 per predetermined time and the amount of change in the second load G2 per predetermined time. It may be. In this case, the state of change of the first load G1 includes the amount of change of the first load G1 per predetermined time, and the state of change of the second load G2 includes the amount of change of the second load G2 per predetermined time. . For example, when the amount of change in the first load G1 per predetermined time is equal to or more than a first predetermined value and the amount of change in the second load G2 per predetermined time is equal to or more than a second predetermined value, the control unit 52 performs the second control The state is changed from the state to the first control state.

  -In 2nd Embodiment and its modification, the control part 52 gives to the 1st input part 14 also when the 1st input part 14 and the 2nd input part 16 are in the position of a top dead center and a bottom dead center. The control state of the motor 18 may be changed according to the change state of the first load G1 and the change state of the second load G2 applied to the second input unit 16.

  In the first to third embodiments and the modifications thereof, the control unit 52 sets the second ratio A and the maximum value MX of the output of the motor 18 in the first control state more than in the second control state. The motor 18 may be controlled so that at least one of them becomes larger. The control unit 52 sets the second ratio A only, the maximum value MX only, or both the second ratio A and the maximum value MX larger in the first control state than in the second control state. The motor 18 may be controlled.

  DESCRIPTION OF SYMBOLS 10 ... human-powered vehicle, 12 ... crankshaft, 14 ... 1st input part, 16 ... 2nd input part, 20 ... crank arm, 24 ... pedal, 18 ... motor, 50 ... human-powered vehicle control apparatus, 52 ... control Unit, 62: detecting unit, 64: detecting unit.

Claims (20)

A control device for a manually driven vehicle used for a manually driven vehicle,
The manually driven vehicle is connected to a crankshaft, and includes a first input unit and a second input unit that are provided with a manual driving force, and a motor that assists in propulsion of the manually driven vehicle,
The control device for a manually driven vehicle includes a control unit configured to change a control state of the motor according to a balance between a first load applied to the first input unit and a second load applied to the second input unit. Including.   The said control part changes the control state of the said motor according to the 1st ratio of the said 1st load with respect to the said 2nd load, or the difference of the said 1st load and the said 2nd load. A control device for a manually driven vehicle as described in the above. The controller controls the motor in a first control state when the state where the first ratio is included in the first range is maintained, and controls the motor when the first ratio is not included in the first range. In the second control state,
At least one of the second ratio of the output of the motor to the manual drive force and the maximum value of the output of the motor in the first control state is smaller than in the second control state. 3. The control device for a manually driven vehicle according to 2.   The control device for a manually driven vehicle according to claim 3, wherein the first range includes at least a part of a range from 7/13 to 13/7.   The control device for a manually driven vehicle according to claim 4, wherein the first range includes one. A control device for a manually driven vehicle used for a manually driven vehicle,
The manually driven vehicle is connected to a crankshaft, and includes a first input unit and a second input unit that are provided with a manual driving force, and a motor that assists in propulsion of the manually driven vehicle,
The control device for a manually driven vehicle,
A control unit configured to change a control state of the motor according to a state of change of a first load applied to the first input unit and a state of change of a second load applied to the second input unit; .   The control unit, when the first input unit and the second input unit are located at positions other than a top dead center and a bottom dead center, a state of a change in a first load applied to the first input unit, The control device for a manually driven vehicle according to claim 6, wherein the control state of the motor is changed in accordance with a state of a change in a second load applied to the two input units. The motor is configured to assist in propulsion of the manually driven vehicle in a state where the crankshaft is rotating in a first rotation direction,
The control unit is configured such that, after one of the first load and the second load, which is given in the first rotation direction, increases, the first load and the second load are the first rotation direction. 8. The control device for a manually driven vehicle according to claim 6, wherein the control state of the motor is changed when the other provided in the opposite second rotation direction increases. The control unit, when controlling the motor in the second control state, after the one of the first load and the second load applied in the first rotation direction of the crankshaft increases. When the other of the first load and the second load applied in the second rotation direction of the crankshaft increases, the control state of the motor is changed from the second control state to the first control state. ,
In the case of the first control state, the second ratio of the output of the motor to the manual driving force input to the manually driven vehicle and the maximum value of the output of the motor are higher than in the case of the second control state. 9. The control device for a manually driven vehicle according to claim 8, wherein at least one is small. A control device for a manually driven vehicle used for a manually driven vehicle,
The manually driven vehicle is connected to a crankshaft, respectively, and a first input unit and a second input unit that are provided with a manual driving force. A motor that assists in propulsion,
The control device for a manually driven vehicle may be configured such that, of the first load applied to the first input unit and the second load applied to the second input unit, one of the first load applied in the second rotation direction of the crankshaft is set in advance. A control unit that changes a control state of the motor when the value is equal to or more than a predetermined value and when the value is less than the predetermined value. The control unit includes:
When one of the first load applied to the first input unit and the second load applied to the second input unit in the second rotation direction of the crankshaft is equal to or greater than the predetermined value, the motor In a first control state,
When one of the first load applied to the first input unit and the second load applied to the second input unit in the second rotation direction of the crankshaft is less than the predetermined value, the motor In the second control state,
At least one of the second ratio of the output of the motor to the manual drive force and the maximum value of the output of the motor in the first control state is smaller than in the second control state. The control device for a manually driven vehicle according to claim 10.   The control device for a manually driven vehicle according to claim 10 or 11, wherein the predetermined value is 80 Newton or more.   The control device for a manually driven vehicle according to claim 10 or 11, wherein the predetermined value is 150 Newton or less.   12. The control device according to claim 3, wherein the control unit prohibits controlling the motor in the first control state when a rotation phase of the crankshaft is out of a fourth range. 13. Control device for manually driven vehicles. The first input unit and the second input unit are connected to the crankshaft at a phase separated from each other by 180 degrees in a rotation direction of the crankshaft,
15. The human powered vehicle according to claim 14, wherein the fourth range includes a rotation phase of the crankshaft 90 degrees apart from the top dead center and the bottom dead center, respectively, of the first input unit and the second input unit. Control device.   The control unit according to any one of claims 3, 9, 11, 14, and 15, wherein when the rotation speed of the crankshaft is equal to or higher than a predetermined speed, the control unit prohibits the control of the motor in the first control state. 4. The control device for a manually driven vehicle according to the item [1].   The control device for a manually driven vehicle according to any one of claims 1 to 16, wherein the first input unit and the second input unit each include a crank arm.   The control device for a manually driven vehicle according to any one of claims 1 to 17, wherein the first input unit and the second input unit each include a pedal. The apparatus further includes a detection unit that detects the first load and the second load,
The control device for a manually driven vehicle according to claim 17, wherein the detection unit is provided on the crank arm. The apparatus further includes a detection unit that detects the first load and the second load,
The control device for a manually driven vehicle according to claim 18, wherein the detection unit is provided on the pedal.