JP2020050084A - Control device for human power driving vehicle - Google Patents

Abstract

To provide a control device for a human power driving vehicle capable of suitably controlling a motor.SOLUTION: The control device for a human power driving vehicle includes a control unit for controlling a motor that assists the propulsion of the human power driving vehicle having a crank. The control unit controls the motor according to the human power driving force input to the crank and the rotational speed of the crank. When the human power driving force input to the crank is a first predetermined value, the rotational speed of the crank is a second predetermined value, and the human power driving vehicle is in a first traveling speed state, the control unit controls the motor such that at least one of an assist ratio and a maximum value of the driving force of the motor becomes the first value. When the human power driving force input to the crank is the first predetermined value, the rotational speed of the crank is the second predetermined value, and the human power driving vehicle is in a second traveling speed state that is different from the first traveling speed state, the control unit controls the motor such that at least one of the assist ratio and the maximum value of the driving force of the motor becomes the second value. The first value is different from the second value.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

  It is an object of the present invention 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 invention includes a control unit that controls a motor that assists propulsion of a manually driven vehicle having a crank, wherein the control unit includes: a manually driven force input to the crank; Controlling the motor in accordance with the rotation speed of the crank, the human-powered driving force input to the crank is a first predetermined value, and the rotation speed of the crank is a second predetermined value, Further, when the manually driven vehicle is in the first traveling speed state, at least one of an assist ratio of the motor driving force to the manual driving force input to the crank and a maximum value of the motor driving force is the first. Controlling the motor to a value, the manual driving force input to the crank is the first predetermined value, and the rotation speed of the crank is the second predetermined value, Further, when the manually driven vehicle is in a second traveling speed state different from the first traveling speed state, at least one of the assist ratio and the maximum value of the driving force of the motor is set to a second value. Controlling the motor, wherein the first value is different from the second value.
According to the control device for a manually driven vehicle of the first aspect, the motor can be suitably controlled in each of the first traveling speed state and the second traveling speed state.

In the control device for a manually-powered vehicle according to the second aspect, the human-powered vehicle travels at a first speed in the first travel speed state, and in the second travel speed state, The vehicle travels at a second speed, and the first speed is higher than the second speed.
According to the control device for a manually driven vehicle of the second aspect, it is possible to control a motor suitable for each of the case where the manually driven vehicle runs at the first speed and the case where the human driven vehicle runs at the second speed.

In the control device for a manually driven vehicle according to the third aspect, the first value is larger than the second value.
According to the control device for a manually driven vehicle of the third aspect, the first value in the first traveling speed state can be made larger than the second value in the second traveling speed state.

In the control apparatus for a manually driven vehicle according to any one of the first to third aspects, in the first traveling speed state, the manually driven vehicle travels in a first speed range, and the second traveling In the speed state, the manually driven vehicle travels in a second speed range, and at least one of the first speed range and the second speed range is changeable.
According to the control device for a manually driven vehicle of the fourth aspect, at least one of the first speed range and the second speed range can be changed.

In the control device for a manually driven vehicle according to the fifth aspect, according to the fourth aspect, at least one of the first speed range and the second speed range is changed according to at least one of a running situation and a running resistance.
According to the control device for a manually driven vehicle of the fifth aspect, it is possible to control the motor suitable for at least one of the running situation and the running resistance.

In the control device for a manually driven vehicle according to the sixth aspect according to any one of the first to fifth aspects, the control unit is configured to control the manual driving force when the manual driving force is included in a predetermined driving force range. Increases at least one of the assist ratio and the maximum value of the driving force of the motor.
According to the control device for a manually-powered vehicle of the sixth aspect, when the human-powered driving force is included in the predetermined driving force range, when the human-powered driving force increases, at least one of the assist ratio and the maximum value of the motor driving force is reduced. Can be larger.

In the control device for a manually driven vehicle according to the seventh aspect according to the sixth aspect, the control unit increases the manual driving force when the manually driven vehicle is in the first traveling speed state or the second traveling speed state. And at least one of the assist ratio and the maximum value of the driving force of the motor is increased.
According to the control device for a manually-powered vehicle of the seventh aspect, when the human-powered driving force is in the first traveling speed state or the second traveling speed state, when the human-powered driving force increases, the assist ratio and the maximum value of the motor driving force are increased. Can be increased.

In the control device for a manually driven vehicle according to any one of the first to seventh aspects, the first predetermined value is 10 Nm or less.
According to the control device for a manually driven vehicle of the eighth aspect, when the manually driven force is 10 Nm, the motor can be suitably controlled according to each of the first traveling speed state and the second traveling speed state.

In the control device for a manually driven vehicle according to any one of the first to eighth aspects, the second predetermined value is equal to or less than 50 rpm.
According to the control device for a manually driven vehicle of the ninth aspect, when the rotation speed of the crank is 50 rpm, the motor can be suitably controlled according to each of the first traveling speed state and the second traveling speed state.

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

FIG. 2 is a side view of the manually driven vehicle including the control device for a manually driven vehicle of the embodiment. FIG. 1 is a block diagram showing an electric configuration of a control device for a manually driven vehicle according to an embodiment. 7 is a graph showing a relationship between a human-powered driving force and an assist ratio when the rotation speed of the crank is a second predetermined value in the embodiment. 4 is a graph showing a relationship between a crank rotation speed and an assist ratio when a human-powered driving force is a first predetermined value in the embodiment. 3 is a flowchart of a process for controlling a motor, which is executed by the control unit in FIG. 2. 3 is a flowchart of a process for changing a speed range executed by the control unit in FIG. 2.

  With reference to FIGS. 1 to 6, a control device 50 for a manually driven vehicle according to the embodiment will be described. 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 human powered vehicle 10 has a wheel 12, a crank 14, and a vehicle body 16. The vehicle body 16 includes a frame 18 and a seat post 20. The manual driving force H is input to the crank 14. The crank 14 includes a crankshaft 14A rotatable with respect to the frame 18, and a crank arm 14B provided at an axial end of the crankshaft 14A. A pair of pedals 22 are individually connected to each crank arm 14B. Wheel 12 includes a driven wheel 12A and a drive wheel 12B. The drive wheel 12B is driven by rotation of the crank 14. The drive wheel 12B is supported by the frame 18. The crank 14 and the drive wheel 12B are connected by a drive mechanism 24. The drive mechanism 24 includes a first rotating body 26 coupled to the crankshaft 14A. The crankshaft 14A and the first rotating body 26 may be coupled so as to rotate integrally, or may be coupled via a first one-way clutch. The first one-way clutch is configured to cause the first rotating body 26 to rotate forward when the crank 14 rotates forward, and to prevent the first rotating body 26 from rotating backward when the crank 14 rotates backward. The first rotating body 26 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 24 further includes a second rotating body 28 and a connecting member 30. The connecting member 30 transmits the torque of the first rotating body 26 to the second rotating body 28. The connection member 30 includes, for example, a chain, a belt, or a shaft.

  The second rotating body 28 is connected to the drive wheel 12B. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. It is preferable that a second one-way clutch be provided between the second rotating body 28 and the drive wheel 12B. The second one-way clutch is configured to rotate the drive wheel 12B forward when the second rotating body 28 rotates forward, and to prevent the drive wheel 12B from rotating backward when the second rotating body 28 rotates backward. . The manual drive vehicle 10 may include a transmission 46 used to change the speed ratio B of the rotation speed of the drive wheel 12B to the rotation speed of the crankshaft 14A. The transmission 46 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal transmission. The transmission 46 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 26 and the second rotating body 28 includes a plurality of sprockets. Only the first rotating body 26, only the second rotating body 28, or both the first rotating body 26 and the second rotating body 28 may include a plurality of sprockets. In the present embodiment, the first rotating body 26 includes one sprocket, and the second rotating body 28 includes a plurality of sprockets. The derailleur includes a front derailleur when the first rotating body 26 includes a plurality of front sprockets, and includes a rear derailleur when the second rotating body 28 includes a plurality of front sprockets. When the transmission 46 includes an internal transmission, the internal transmission is provided, for example, on a hub of the drive wheel 12B.

  The manual drive vehicle 10 includes a front wheel and a rear wheel. A front wheel is attached to the frame 18 via a front fork 32. A handle portion 34 is attached to the front fork 32. The handle part 34 includes a stem 36 and a handle bar 38. A handlebar 38 is connected to the front fork 32 via a stem 36. In the following embodiments, the rear wheel will be described as the drive wheel 12B, but the front wheel may be the drive wheel 12B.

  It is preferable that the seat post 20 be configured so that the height of the seat post 20 can be changed. Preferably, the seat post 20 includes an electric actuator for changing the height of the seat post 20. The electric actuator may control the valve of the electric seat post that extends using hydraulic pressure or air. The electric actuator includes at least one of an electric motor and a solenoid. The seat post 20 may be configured so that the height of the seat post 20 can be changed by a mechanical cable or a lever.

  The manually driven vehicle 10 preferably includes a suspension 48. The suspension 48 includes at least one of a rear suspension 48A and a front suspension 48B. The suspension 48 absorbs a shock applied to the wheel.

  The rear suspension 48A is configured to be provided between the frame 18 of the manually driven vehicle 10 and the rear wheels. More specifically, the rear suspension 48A is provided between the frame 18 and the swing arm that supports the rear wheels. The rear suspension 48A absorbs a shock applied to the rear wheel. The rear suspension 48A may be a hydraulic suspension or an air suspension.

  The rear suspension 48A includes a first portion, and a second portion fitted into the first portion and movable relatively to the first portion. The operating state of the rear suspension 48A includes a locked state in which the relative movement between the first part and the second part is restricted, and an unlocked state in which the relative movement between the first part and the second part is allowed. The rear suspension 48A preferably further includes an actuator. The actuator includes, for example, an electric motor. The actuator switches the operation state of the rear suspension 48A. Note that the locked state of the rear suspension 48A may include a state where the first portion and the second portion slightly move relative to each other when a strong force is applied to the rear wheel.

  The front suspension 48B is configured to be provided between the frame 18 of the manually driven vehicle 10 and the front wheels. More specifically, the front suspension 48B is provided on the front fork 32. The front suspension 48B absorbs a shock applied to the front wheels. The front suspension 48B may be a hydraulic suspension or an air suspension.

  The front suspension 48B includes a first portion, and a second portion that is fitted into the first portion and is relatively movable with respect to the first portion. The operating state of the front suspension 48B includes a locked state in which the relative movement between the first part and the second part is restricted, and an unlocked state in which the relative movement between the first part and the second part is allowed. Preferably, the front suspension 48B further includes an actuator. The actuator includes, for example, an electric motor. The actuator switches the operation state of the front suspension 48B. Note that the locked state of the front suspension 48B may include a state where the first portion and the second portion slightly move relative to each other when a strong force is applied to the front wheels.

  The manual drive vehicle 10 further includes a battery 40. Battery 40 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 40 is provided in the manually driven vehicle 10 and supplies power to other electric components electrically connected to the battery 40, for example, the control device 50 for the manually driven vehicle. The battery 40 is communicably connected to the manually-powered vehicle control device 50 by wire or wirelessly. The battery 40 can communicate with the control device 50 for manually driven vehicles by, for example, power line communication (PLC). The battery 40 may be attached to the outside of the frame 18 or at least a part thereof may be housed inside the frame 18.

  The man-powered vehicle 10 includes a motor 42 configured to assist in propulsion of the man-powered vehicle 10. The manual drive vehicle 10 further includes a drive circuit 44. Drive circuit 44 includes an inverter circuit. The motor 42 is preferably provided in the same housing as the drive circuit. The drive circuit 44 controls the power supplied from the battery 40 to the motor 42. The drive circuit 44 is communicably connected to the manually-powered vehicle control device 50 by wire or wirelessly. The drive circuit 44 can communicate with the control unit 52 of the control device 50 for a manually driven vehicle by, for example, serial communication. The drive circuit 44 may be included in the control device 50 for a manually driven vehicle. The drive circuit 44 drives the motor 42 according to a control signal from the control unit 52.

  Motor 42 includes an electric motor. The motor 42 is provided so as to transmit rotation to the power transmission path of the manual driving force H from the pedal 22 to the rear wheels, or to the front wheels. The motor 42 is provided on the frame 18, the rear wheel, or the front wheel of the manually driven vehicle 10. In the present embodiment, the motor 42 is connected to a power transmission path from the crankshaft 14A to the first rotating body 26. In the power transmission path between the motor 42 and the crankshaft 14A, a one-way clutch is provided so that when the crankshaft 14A is rotated in the direction in which the manually driven vehicle 10 moves forward, the motor 42 does not rotate due to the torque of the crank 14. It is preferably provided. In the housing in which the motor 42 and the drive circuit 44 are provided, a configuration other than the motor 42 and the drive circuit 44 may be provided. For example, a speed reducer that reduces the rotation of the motor 42 and outputs the rotation may be provided.

  The control device 50 for a manually driven vehicle 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. The control device for a manually driven vehicle 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 42 is provided.

  Control device 50 for a manually driven vehicle preferably further includes a crank rotation sensor 56, a vehicle speed sensor 58, and a torque sensor 60. The crank rotation sensor 56, the vehicle speed sensor 58, and the torque sensor 60 may be provided inside a housing in which the motor 42 is provided, or may be provided outside. At least one of the crank rotation sensor 56, the vehicle speed sensor 58, and the torque sensor 60 may not be included in the manually driven vehicle control device 50.

  The crank rotation sensor 56 is used to detect the rotation speed N of the crank 14 of the manually driven vehicle 10. The crank rotation sensor 56 is attached to, for example, the frame 18 of the manually driven vehicle 10 or a housing in which the motor 42 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 whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 14A or a power transmission path from the crankshaft 14A to the first rotating body 26. 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 crank 14 to the control unit 52. The crank rotation sensor 56 may be provided on a member that rotates integrally with the crankshaft 14A in the power transmission path of the manual driving force H from the crankshaft 14A to the first rotating body 26. For example, the crank rotation sensor 56 may be provided on the first rotating body 26 when the first one-way clutch is not provided between the crankshaft 14A and the first rotating body 26. The crank rotation sensor 56 may be used to detect the traveling speed V of the manually driven vehicle 10. In this case, the control unit 52 calculates the rotation speed of the drive wheel 12B according to the rotation speed N of the crank 14 detected by the crank rotation sensor 56 and the gear ratio B, and calculates the traveling speed of the manually driven vehicle 10. V is detected. Information on the gear ratio B is stored in the storage unit 54 in advance.

  When the transmission 46 for changing the gear ratio B is provided in the human-powered vehicle 10, the control unit 52 determines the gear ratio B according to the traveling speed V of the human-powered vehicle 10 and the rotation speed N of the crank 14. May be calculated. In this case, information on the circumference of the drive wheel 12B, the diameter of the drive wheel 12B, or the radius of the drive wheel 12B is stored in the storage unit 54 in advance. Control device 50 for a manually driven vehicle may include a shift sensor. The shift sensor is provided in the transmission 46, for example. The shift sensor detects the current shift stage of the transmission 46. The shift sensor is electrically connected to the control unit 52. The relationship between the shift stage and the shift ratio B is stored in the storage unit 54 in advance. The control unit 52 can detect the current gear ratio B from the detection result of the gear shift sensor. The control unit 52 can calculate the rotation speed N of the crank 14 by dividing the rotation speed of the drive wheel 12B by the gear ratio B. In this case, the vehicle speed sensor 58 and the speed change sensor may be used as the crank rotation sensor 56. The speed change sensor may be provided not on the transmission 46 but on the speed change operation unit, or may be provided on the speed change wire.

  The vehicle speed sensor 58 is used to detect the rotation speed of the wheel 12. 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. The vehicle speed sensor 58 outputs a signal corresponding to the rotation speed of the wheel 12 to the control unit 52. The control unit 52 calculates the traveling speed V of the manually driven vehicle 10 based on the rotation speed of the wheel 12. The control unit 52 stops the motor 42 when the traveling 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 58 may be configured to be attached to the chain stay of the frame 18 and detect a magnet attached to the rear wheel, or may be provided to the front fork 32 and configured to detect a magnet attached to the front wheel. In another example, the vehicle speed sensor 58 includes a GPS (Global Positioning System) receiving unit. The control unit 52 may detect the traveling speed V 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 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, for example, in a housing in which the motor 42 is provided. The torque sensor 60 detects a torque TH of the manual driving force H input to the crank 14. 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 control unit 52 controls the motor 42 such that, for example, the driving force of the motor 42 with respect to the human driving force H becomes a predetermined assist ratio A. The control unit 52 controls the motor 42 so that the output torque TM of the driving force of the motor 42 by the motor 42 with respect to the torque TH of the manual driving force H of the manually driven vehicle 10 becomes a predetermined assist ratio A, for example. Is also good. The control unit 52 controls the motor 42 in one control mode selected from a plurality of control modes in which the assist ratio A of the driving force of the motor 42 to the manual driving force H is different, for example. The torque ratio AT of the output torque TM of the motor 42 to the torque TH of the manual driving force H of the manual driving vehicle 10 may be described as an assist ratio A. For example, the control unit 52 may control the motor 42 such that the power WX (watt) of the motor 42 becomes a predetermined assist ratio A with respect to the power WH (watt) of the manual driving force H. . The ratio AW of the power WX of the driving force of the motor 42 to the power WH of the human driving force H of the manually driven vehicle 10 may be described as an assist ratio A. 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 14. When the output of the motor 42 is input to the power path of the manual driving force H via the speed reducer, the output of the speed reducer is used as the drive force of the motor 42. The control unit 52 outputs a control command to the drive circuit 44 of the motor 42 according to the power WH or the torque TH of the manual driving force H. The control command includes, for example, a torque command value.

  The control unit 52 controls the motor 42 such that the maximum value of the driving force of the motor 42 is equal to or less than a predetermined value. The control unit 52 controls the motor 42 in one control mode selected from a plurality of control modes having different maximum values, for example. The driving force of the motor 42 includes the output torque TM of the motor 42. The driving force of the motor 42 may include the power WX of the motor 42. In this case, the control unit 52 controls the motor 42 such that the maximum value of the power WX of the motor 42 is equal to or less than the predetermined value WX1. The predetermined value WX1 is, for example, 500 watts. The predetermined value WX1 is 300 watts in another example. The control unit 52 may control the motor 42 such 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%. The predetermined torque ratio AT1 is 200% in another example.

  In each of the plurality of control modes, at least one of the assist ratio A and the maximum value of the driving force of the motor 42 may be different. In each of the plurality of control modes, only the assist ratio A, only the maximum value, or both the assist ratio A and the maximum value may be different. In this case, the control unit 52 controls the motor 42 such that the driving force of the motor 42 is equal to or less than the assist ratio A defined in the control mode of the selected motor 42 and the maximum value is equal to or less than the predetermined value.

  Control device 50 includes a control unit 52 that controls motor 42 that assists propulsion of manually driven vehicle 10 having crank 14. The control unit 52 controls the motor 42 according to the manual driving force H input to the crank 14 and the rotation speed N of the crank 14. The control unit 52 determines that the human-powered driving force H input to the crank 14 is the first predetermined value HX, the rotational speed N of the crank 14 is the second predetermined value NX, and the human-powered vehicle 10 In the traveling speed state, the motor 42 is controlled so that at least one of the assist ratio A of the driving force of the motor 42 to the manual driving force H input to the crank 14 and the maximum value of the driving force of the motor 42 becomes the first value A1. Control. The control unit 52 determines that the human-powered driving force H input to the crank 14 is the first predetermined value HX, the rotational speed N of the crank 14 is the second predetermined value NX, and that the human-powered vehicle 10 In a second traveling speed state different from the one traveling speed state, the motor 42 is controlled such that at least one of the assist ratio A and the maximum value of the driving force of the motor 42 becomes the second value A2. The first value A1 is different from the second value A2.

  The first value A1 is preferably larger than the second value A2. In one example, both the first value A1 and the second value A2 are different from the assist ratio A or the maximum value of the driving force of the motor 42 which is predetermined for each control mode. When the vehicle is not in the first traveling speed state and not in the second traveling speed state, the control unit 52 controls the motor 42 at an assist ratio A or a maximum value of the driving force of the motor 42 which is predetermined for each control mode. In this case, it is preferable that both the first value A1 and the second value A2 be smaller than the assist ratio A determined for each control mode or the maximum value of the driving force of the motor 42. The first value A1 is larger than the assist ratio A predetermined for each control mode or the maximum value of the driving force of the motor 42, and the second value A2 is the assist ratio A or motor 42 predetermined for each control mode. May be smaller than the maximum value of the driving force. In another example, the first value A1 is the assist ratio A or the maximum value of the driving force of the motor 42 corresponding to a control mode one step larger than the control mode corresponding to the second value A2. In this case, when the human-powered driving force H input to the crank 14 is the first predetermined value HX and the rotation speed N of the crank 14 is the second predetermined value NX, And the second traveling speed state is switched, the control mode is changed. In still another example, one of the first value A1 and the second value A2 is an assist ratio A predetermined for each control mode or the maximum value of the driving force of the motor 42, and the other of the first value A1 and the second value A2. Is a value different from the assist ratio A or the maximum value of the driving force of the motor 42 which is predetermined for each control mode. In this case, when the human-powered driving force H input to the crank 14 is the first predetermined value HX and the rotation speed N of the crank 14 is the second predetermined value NX, When the state is switched between and the second traveling speed state, it is preferable to change the assist ratio A or the maximum value of the driving force of the motor 42 between the first value A1 and the second value A2 without changing the control mode. .

  The first predetermined value HX is preferably a value of 10 Nm or less. Specifically, the first predetermined value HX is preferably all values equal to or less than 10 Nm. The second predetermined value NX is preferably a value of 50 rpm or less. Specifically, the second predetermined value NX is preferably all values equal to or less than 50 rpm. The control unit 52 determines that the human-powered driving force H is equal to or greater than 0 Nm and equal to or less than 10 Nm, the rotational speed N of the crank 14 is equal to or greater than 0 rpm and equal to or less than 50 rpm, and the human-powered vehicle 10 is in the first traveling speed state. The motor 42 is controlled such that at least one of the assist ratio A and the maximum value of the driving force of the motor 42 becomes the first value A1. The control unit 52 determines that the human-powered driving force H is equal to or greater than 0 Nm and equal to or less than 10 Nm, the rotational speed N of the crank 14 is equal to or greater than 0 rpm and equal to or less than 50 rpm, and the human-powered vehicle 10 is in the second traveling speed state. The motor 42 is controlled so that at least one of the assist ratio A and the maximum value of the driving force of the motor 42 becomes the second value A2.

  In one example, in the first traveling speed state, the manually driven vehicle 10 travels at the first speed V1, and in the second traveling speed state, the manually driven vehicle 10 travels at the second speed V2, and the first speed V1 is equal to the first speed V1. Two speeds greater than V2. The first speed V1 is preferably equal to or less than 25 km / h. More preferably, the first speed V1 is equal to or less than 12 km / h. The first speed V1 may be 8 km or less, or may be 5 km or less. In the first traveling speed state, the manually driven vehicle 10 travels in the first speed range DV1, and in the second traveling speed state, the manually driven vehicle 10 travels in the second speed range DV2. The first speed V1 includes all values of the first speed range DV1. The second speed V2 includes all values of the second speed range DV2. It is preferable that the first speed range DV1 and the second speed range DV2 do not overlap. The lower limit of the first speed range DV1 is larger than the upper limit of the second speed range DV2. The first speed range DV1 may not have an upper limit. It is preferable that the second speed range DV2 has a lower limit of 0 or no lower limit. When the first speed range DV1 and the second speed range DV2 are continuous and the traveling speed V of the manually driven vehicle 10 is included in one of the first speed range DV1 and the second speed range DV2, the manually driven vehicle 10 When the human-powered driving force H input to the crank 14 is the first predetermined value HX and the rotation speed N of the crank 14 is the second predetermined value NX, one of the first traveling speed state and the second traveling speed state Drive on.

  FIG. 3 shows a relationship between the manual driving force H and the assist ratio A when the rotation speed N of the crank 14 is the second predetermined value NX. The relationship between the manual driving force H and the maximum value of the driving force of the motor 42 when the rotation speed N of the crank 14 is the second predetermined value NX is obtained by replacing the assist ratio A in FIG. Correspond to the relationship.

  The control unit 52 preferably changes at least one of the assist ratio A and the maximum value of the driving force of the motor 42 according to the manual driving force H. When the manual driving force H is included in the predetermined driving force range DH, the control unit 52 increases at least one of the assist ratio A and the maximum value of the driving force of the motor 42 in accordance with the increase in the manual driving force H. Is preferred. When the manually driven vehicle 10 is in the first traveling speed state or the second traveling speed state, the control unit 52 determines at least one of the assist ratio A and the maximum value of the driving force of the motor 42 according to the increase in the manually driven force H. It is preferable to make it larger. The solid line in FIG. 3 shows the relationship between the manual driving force H and the first value A1 when the rotation speed N of the crank 14 is the second predetermined value NX. The two-dot chain line in FIG. 3 shows the relationship between the manual driving force H and the second value A2 when the rotation speed N of the crank 14 is the second predetermined value NX. When the manual driving force H is within the predetermined driving force range DH, the control unit 52 controls the motor 42 such that the first value A1 increases as the manual driving force H increases. When the manual driving force H is within the predetermined driving force range DH, the control unit 52 controls the motor 42 such that the second value A2 increases as the manual driving force H increases.

  The control unit 52 calculates the first value A1 and the second value A2 in accordance with, for example, information that defines the relationship between the manual driving force H, the rotation speed N of the crank 14, and the correction coefficient stored in the storage unit 54. Preferably, it is calculated. The information defining the relationship between the human-powered driving force H, the rotational speed N of the crank 14, and the correction coefficient includes, for example, at least one of a map, a relational expression, and a table. The storage unit 54 is, for example, information that defines the relationship between the manual driving force H and the first coefficient for calculating the first value A1, and the rotation speed N of the crank 14 and the first value A1. The information defining the relationship with the second coefficient is stored. The control unit 52 calculates the first value A1 by, for example, multiplying the assist ratio A or the maximum value determined for each control mode by the first coefficient and the second coefficient when in the first traveling speed state. I do. The storage unit 54 calculates, for example, information defining the relationship between the manual driving force H and a third coefficient for calculating the second value A2, and calculates the rotation speed N of the crank 14 and the first value A1. The information defining the relationship with the fourth coefficient is stored. For example, when in the second traveling speed state, the control unit 52 calculates the second value A2 by multiplying the assist ratio A or the maximum value determined for each control mode by the third coefficient and the fourth coefficient. I do.

  FIG. 4 shows the relationship between the rotation speed N of the crank 14 and the assist ratio A when the manual driving force H is the first predetermined value HX. The relationship between the rotation speed N of the crank 14 and the maximum value of the driving force of the motor 42 when the human power driving force H is the first predetermined value HX is obtained by replacing the assist ratio A in FIG. Correspond to the relationship.

  It is preferable that the control unit 52 changes at least one of the assist ratio A and the maximum value of the driving force of the motor 42 according to the rotation speed N of the crank 14. When the rotation speed N of the crank 14 is included in the predetermined rotation speed range DN, the control unit 52 determines at least one of the assist ratio A and the maximum value of the driving force of the motor 42 according to the increase in the rotation speed N of the crank 14. Is preferably reduced. When the manually driven vehicle 10 is in the first traveling speed state or the second traveling speed state, the control unit 52 determines at least the assist ratio A and the maximum value of the driving force of the motor 42 according to the increase in the rotation speed N of the crank 14. It is preferable to make one smaller. The solid line in FIG. 4 shows the relationship between the rotation speed N of the crank 14 and the first value A1 when the human driving force H is the first predetermined value HX. The two-dot chain line in FIG. 4 shows the relationship between the rotation speed N of the crank 14 and the second value A2 when the human driving force H is the first predetermined value HX. When the rotation speed N of the crank 14 is within the predetermined rotation speed range DN, the control unit 52 controls the motor 42 such that the first value A1 decreases as the rotation speed N of the crank 14 increases. When the rotation speed N of the crank 14 is within the predetermined rotation speed range DN, the control unit 52 controls the motor 42 such that the second value A2 decreases as the rotation speed N of the crank 14 increases.

  The control unit 52 determines whether the traveling speed V is included in the first speed range DV1 when the human-powered driving force H is the first predetermined value HX and the rotation speed N of the crank 14 is the second predetermined value NX. At least one of the assist ratio A and the maximum value of the driving force of the motor 42 when included in the second speed range DV2 is made smaller than at least one of the assist ratio A and the maximum value of the driving force of the motor 42. Therefore, when the rider wants to run slowly at a low speed, it is possible to suppress the driving force of the motor 42 from increasing.

  The process of controlling the motor 42 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. After the end of the flowchart in FIG. 5, the control unit 52 repeats the processing from step S11 after a predetermined period until the supply of power is stopped.

  In step S11, the control unit 52 determines whether the human-powered driving force H is the first predetermined value HX and the rotation speed N of the crank 14 is the second predetermined value NX. Control unit 52 ends the process when human-powered driving force H is not at first predetermined value HX and when rotational speed N of crank 14 is not at second predetermined value NX. When the human-powered driving force H is the first predetermined value HX and the rotation speed N of the crank 14 is the second predetermined value NX, the control unit 52 proceeds to step S12.

  The control unit 52 determines whether or not the vehicle is in the first traveling speed state in Step S12. When the vehicle is in the first traveling speed state, the control unit 52 proceeds to Step S13. In step S13, the control unit 52 controls the motor 42 so that at least one of the assist ratio A and the driving force of the motor 42 becomes the first value A1, and ends the process.

  When it is determined in step S12 that the vehicle is not in the first traveling speed state, the control unit 52 proceeds to step S14. If the second speed range DV2 in the second traveling speed state does not overlap with the first speed range DV1 in the first traveling speed state, the control unit 52 proceeds to step S14 if the second traveling speed state in step S12 is the second traveling speed state. . In step S14, the control unit 52 controls the motor 42 so that at least one of the assist ratio A and the driving force of the motor 42 becomes the second value A2, and ends the process.

  If a negative determination is made in step S11, the control unit 52 preferably controls the motor 42 according to at least one of the manual driving force H, the rotation speed N of the crank 14, and other parameters. If the first value A1 and the second value A2 are not the maximum values of the assist ratio A and the driving force of the motor 42 set for each control mode, if the negative determination is made in step S11, the control unit 52 selects It is preferable to control the motor 42 so that the assist ratio A and the driving force of the motor 42 set to the set control mode are the maximum values.

  In the first traveling speed state, the manually driven vehicle 10 travels in the first speed range DV1, and in the second traveling speed state, the manually driven vehicle 10 travels in the second speed range DV2, the first speed range DV1, and Preferably, at least one of the second speed range DV2 is changeable. When the first speed range DV1 can be changed, it is preferable that at least one of the upper limit value and the lower limit value of the first speed range DV1 can be changed. When the second speed range DV2 can be changed, it is preferable that at least one of the upper limit value and the lower limit value of the second speed range DV2 can be changed. When the first speed range DV1 and the second speed range DV2 are continuous, it is preferable that the lower limit of the first speed range DV1 and the upper limit of the second speed range DV2 are changed simultaneously.

  It is preferable that at least one of the first speed range DV1 and the second speed range DV2 is changed in accordance with at least one of the running condition and the running resistance. The running condition includes at least one of the inclination of the manually driven vehicle 10, the state of the suspension 48, and the state of the seat post 20. The inclination of the manually driven vehicle 10 preferably includes the pitch angle of the manually driven vehicle 10. The traveling resistance includes at least one of a road surface resistance of a traveling road on which the manually driven vehicle 10 travels, a road surface gradient resistance, and a wind.

  When at least one of the first speed range DV1 and the second speed range DV2 is changed in accordance with the driving condition, the control device 50 preferably includes a first detection unit 62 that detects the driving condition.

  When the traveling state includes the inclination of the manually driven vehicle 10, the first detection unit 62 includes, for example, an inclination sensor. The tilt sensor detects a tilt angle of the vehicle body 16. The tilt sensor includes, for example, a gyro sensor. The gyro sensor preferably includes a three-axis gyro sensor. The gyro sensor is preferably configured to detect a yaw angle of the vehicle body 16, a roll angle of the vehicle body 16, and a pitch angle of the vehicle body 16. The three axes of the gyro sensor are preferably human-powered along the front-rear direction, the left-right direction, and the vertical direction of the human-powered vehicle 10 in a state in which the human-powered vehicle 10 stands upright with the front and rear wheels grounded on a horizontal plane. It is provided on the driving vehicle 10. The gyro sensor may include a one-axis gyro sensor or a two-axis gyro sensor. The first detection unit 62 may include an acceleration sensor. The acceleration sensor detects at least one acceleration in the front-rear direction, the left-right direction, and the up-down direction of the manually driven vehicle 10 in a state where the manually driven vehicle 10 stands upright on a horizontal plane.

  When changing at least one of the first speed range DV1 and the second speed range DV2 according to the inclination of the manually driven vehicle 10, for example, the control unit 52 sets the pitch angle of the manually driven vehicle 10 to a predetermined angle corresponding to an uphill. In the above case, the lower limit of the first speed range DV1 and the upper limit of the second speed range DV2 are made lower than when the angle is less than the predetermined angle. In this case, it is possible to suppress a difficulty in increasing the driving force of the motor 42 when the traveling speed V is low on an upward slope that is equal to or more than the predetermined angle.

  When the traveling state includes the state of the suspension 48, the first detection unit 62 detects, for example, at least one of the operation state of the suspension 48 and the stroke length. In this case, the first detection unit 62 may be provided on the suspension 48 to detect the state of the suspension 48, and may be provided on an operating device that operates the suspension 48, and may detect the state of the suspension 48 according to the operating state of the operating device. May be detected.

  When changing at least one of the first speed range DV1 and the second speed range DV2 in accordance with the operation state of the suspension 48, for example, the control unit 52 sets the first speed range DV1 to the first speed range more than the locked state. The lower limit of the range DV1 is lowered, and the upper limit of the second speed range DV2 is lowered. In this case, in a state where the suspension 48 is released, it is possible to suppress a difficulty in increasing the driving force of the motor 42 when the traveling speed V is low. Therefore, when the suspension 48 is released and the vehicle travels on a road surface having large unevenness, it becomes easy to get over an obstacle.

  The control unit 52 changes the at least one of the first speed range DV1 and the second speed range DV2 according to the stroke length of the suspension 48, for example, when the variation in the stroke length is large, and when the variation in the stroke length is small. Also lowers the lower limit of the first speed range DV1 and lowers the upper limit of the second speed range DV2. In this case, it is possible to suppress a difficulty in increasing the driving force of the motor 42 when the traveling speed V is low on a road surface with large unevenness where the stroke length of the suspension 48 is large. For this reason, it becomes easy to get over obstacles when traveling on a road surface with large unevenness.

  When the traveling state includes the state of the seat post 20, the first detector 62 detects, for example, the height of the seat post 20. In this case, the first detection unit 62 may be provided on the seat post 20 to detect the state of the seat post 20, and may be provided on an operating device that operates the seat post 20, and the seat may be detected according to the operating state of the operating device. The state of the post 20 may be detected.

  The controller 52 changes the at least one of the first speed range DV1 and the second speed range DV2 according to the height of the seat post 20, for example, when the height of the seat post 20 is equal to or less than a predetermined height, The lower limit of the first speed range DV1 is set lower than the case where the height is higher than the predetermined height, and the upper limit of the second speed range DV2 is set lower. In this case, when the rider has lowered the seat post 20, it is possible to suppress the motor 42 from being hard to rise when the traveling speed V is low. For this reason, when the rider runs while standing down with the seat post 20 lowered, it is possible to suppress the driving force of the motor 42 from being difficult to increase.

  When at least one of the first speed range DV1 and the second speed range DV2 is changed according to the running resistance, the control device 50 preferably includes a second detection unit 64 that detects the running resistance.

  When the traveling resistance includes the road surface resistance of the traveling road, the second detection unit 64 includes, for example, at least a camera that detects a road surface state, a hygrometer that detects a dry state of the road surface, and a vibration sensor that detects unevenness of the road surface. Including one. The vibration sensor is configured similarly to the tilt sensor of the first detection unit 62. Although the tilt sensor of the first detection unit 62 can be used as a vibration sensor, the vibration sensor may be configured separately from the tilt sensor of the first detection unit 62.

  The control unit 52 changes the at least one of the first speed range DV1 and the second speed range DV2 according to the road surface resistance of the traveling path of the manually driven vehicle 10, for example, when the road surface resistance is equal to or more than a predetermined value, The lower limit of the first speed range DV1 is made lower and the upper limit of the second speed range DV2 is made lower than in the case where the speed is less than. In this case, it is possible to prevent the driving force of the motor 42 from increasing when the traveling speed V is low while the road surface resistance is large.

  When the running resistance includes a road surface gradient resistance, the second detection unit 64 includes, for example, an inclination sensor. The inclination sensor of the second detection unit 64 is configured similarly to the inclination sensor of the first detection unit 62. Although the inclination sensor of the first detection unit 62 can be used as the inclination sensor of the second detection unit 64, the inclination sensor of the second detection unit 64 may be configured separately from the inclination sensor of the first detection unit 62. .

  When changing at least one of the first speed range DV1 and the second speed range DV2 according to the gradient resistance of the road surface of the manually driven vehicle 10, the control unit 52, for example, adjusts the pitch angle of the manually driven vehicle 10 to an uphill. When the angle is equal to or larger than the predetermined angle, the lower limit of the first speed range DV1 is set lower and the upper limit of the second speed range DV2 is set lower than when the angle is smaller than the predetermined angle. In this case, it is possible to suppress a difficulty in increasing the driving force of the motor 42 when the traveling speed V is low on an upward slope that is equal to or more than the predetermined angle.

  When the running resistance includes wind, the second detection unit 64 includes, for example, a wind sensor that detects at least one of a wind speed and a wind pressure. The wind sensor includes at least one of a wind speed sensor and a wind pressure sensor. The wind sensor is provided on the handlebar 38 of the manually driven vehicle 10, for example. The wind sensor is preferably configured to be able to detect at least one of a headwind and a tailwind when the manually driven vehicle 10 travels forward.

  When changing at least one of the first speed range DV1 and the second speed range DV2 according to at least one of the wind speed and the wind pressure of the manually driven vehicle 10, the control unit 52 may include, for example, at least one of the wind speed and the wind pressure of the manually driven vehicle 10. When one of them is equal to or more than the predetermined value, the lower limit of the first speed range DV1 is made lower and the upper limit of the second speed range DV2 is made lower than when it is less than the predetermined value. In this case, in a state where at least one of the wind speed and the wind pressure is large, it is possible to suppress a difficulty in increasing the driving force of the motor 42 when the traveling speed V is low.

  The process of changing the speed range 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 S21 in the flowchart shown in FIG. After the end of the flowchart in FIG. 6, the control unit 52 repeats the processing from step S21 after a predetermined period until the supply of power is stopped.

  The control unit 52 determines whether or not the condition for changing the speed range is satisfied in step S21. The control unit 52 determines that the condition for changing the speed range is satisfied in accordance with the traveling state of the manually driven vehicle 10 and the change in the traveling resistance. When the condition for changing the speed range is not satisfied, the control unit 52 ends the process. When the condition for changing the speed range is satisfied, the control unit 52 proceeds to Step S22.

  The control unit 52 changes the speed range in step S22, and ends the process. Specifically, the control unit 52 changes at least one of the first speed range DV1 and the second speed range DV2 according to at least one of the traveling state and the traveling resistance of the manually driven vehicle 10.

(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.

  The operation device may be configured so that at least one of the first speed range DV1 and the second speed range DV2 can be changed. The operation device may be provided in the manually driven vehicle 10 or may be an external device.

  The first traveling speed state and the second traveling speed state may be different in at least one of the manual driving force H and the rotation speed N of the crank 14.

  -In the process of FIG. 5, the process of step S11 may be omitted. In this case, irrespective of the manual driving force H and the rotation speed N of the crank 14, when in the first traveling speed state, the control unit 52 sets at least one of the assist ratio A and the maximum value to the first value A1. When the motor 42 is controlled to be in the second traveling speed state, the motor 42 is controlled so that at least one of the assist ratio A and the maximum value becomes the second value A2. In this case, for example, information defining the relationship between the manual driving force H and the rotational speed N of the crank 14 and the correction coefficient for calculating the first value A1, the manual driving force H and the rotational speed N of the crank 14, And information defining a relationship with a correction coefficient for calculating the binary A2. Thereby, the case where the human-powered driving force H is the first predetermined value HX, the rotational speed N of the crank 14 is the second predetermined value NX, and the human-powered vehicle 10 is in the first traveling speed state. When the human-powered driving force H is the first predetermined value HX, the rotational speed N of the crank 14 is the second predetermined value NX, and the human-powered vehicle 10 is in the second traveling speed state. At least one of the assist ratio A and the maximum value can be made different.

  Reference numeral 10: a manually driven vehicle, 14: a crank, 42: a motor, 50: a control device for a manually driven vehicle, 52: a controller.

Claims (9)

Including a control unit that controls a motor that assists propulsion of a manually driven vehicle having a crank,
The control unit includes:
Controlling the motor according to the human-powered driving force input to the crank and the rotation speed of the crank;
When the human-powered driving force input to the crank is a first predetermined value, and the rotation speed of the crank is a second predetermined value, and the human-powered vehicle is in a first traveling speed state, Controlling the motor so that at least one of the assist ratio of the driving force of the motor to the human driving force input to the crank and the maximum value of the driving force of the motor becomes a first value,
The human-powered driving force input to the crank is the first predetermined value, and the rotational speed of the crank is the second predetermined value, and the human-powered vehicle is in the first traveling speed state. Controlling the motor so that at least one of the assist ratio and the maximum value of the driving force of the motor becomes a second value when in a different second traveling speed state,
The control device for a manually driven vehicle, wherein the first value is different from the second value. In the first traveling speed state, the manually driven vehicle travels at a first speed,
In the second traveling speed state, the manually driven vehicle travels at a second speed,
The control device for a manually driven vehicle according to claim 1, wherein the first speed is higher than the second speed.   The control device for a manually driven vehicle according to claim 1, wherein the first value is larger than the second value. In the first traveling speed state, the manually driven vehicle travels in a first speed range,
In the second traveling speed state, the manually driven vehicle travels in a second speed range,
The control device for a manually driven vehicle according to any one of claims 1 to 3, wherein at least one of the first speed range and the second speed range is changeable.   The control device for a manually driven vehicle according to claim 4, wherein at least one of the first speed range and the second speed range is changed according to at least one of a running situation and a running resistance.   The control unit, when the manual driving force is included in a predetermined driving force range, increases at least one of the assist ratio and a maximum value of the driving force of the motor according to an increase in the manual driving force. Item 6. The control device for a manually driven vehicle according to any one of Items 1 to 5.   The control unit, when the manually driven vehicle is in the first traveling speed state or the second traveling speed state, at least the assist ratio and the maximum value of the driving force of the motor in accordance with the increase in the manually driven force. 7. The control device for a manually driven vehicle according to claim 6, wherein one of the two is increased.   The control device for a manually driven vehicle according to any one of claims 1 to 7, wherein the first predetermined value is a value of 10 Nm or less.   The control device for a manually driven vehicle according to any one of claims 1 to 8, wherein the second predetermined value is a value of 50 rpm or less.

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