JP2020090109A - Control device for human-powered vehicle - Google Patents

Abstract

To provide a control device for a human-powered vehicle which can suitably control an assist motor.SOLUTION: A control device for a human-powered vehicle includes a control unit which controls the output of an assist motor assisting the drive of a human-powered vehicle having a transmission changing the rotation ratio that is defined with the quotient obtained by dividing the rotation frequency of the wheel by the rotation frequency of the crank in accordance with the human-powered force input to the crank. The control unit controls the assist motor so that at least one of the output upper limit value of the assist motor, the output of the assist motor and the output ratio of the assist motor with respect to the human-powered force increases in such a case that the rotation ratio in the state where the transmission variable of the transmission is included in the first range outside a prescribed range is larger than the rotation ratio in the state where the transmission variable is included in the prescribed range during the travel of the human-powered vehicle.SELECTED DRAWING: Figure 2

Description

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

For example, the control device for a human-powered vehicle disclosed in Patent Document 1 controls the assist motor so that the ratio of the output of the assist motor to the human-powered driving force input to the human-powered vehicle becomes a predetermined ratio. ..

JP, 10-59260, A

An object of the present invention is to provide a control device for a human-powered vehicle that can suitably control an assist motor.

A control device according to a first aspect of the present invention is a control device for a human-powered vehicle, which is provided with a transmission that changes a rotation ratio defined by a quotient obtained by dividing a rotation speed of a wheel by a rotation speed of a crank. A control unit that controls the output of the assist motor that assists the propulsion of the vehicle according to the human-powered driving force input to the crank, and the control unit is configured to shift the speed of the transmission while the human-powered vehicle is traveling. The rotation ratio in a state where the variable is in a first range outside the predetermined range and the shift variable of the transmission is included in the first range is the rotation ratio in a state where the shift variable is included in the predetermined range. When it is larger than the above, the assist motor is controlled so that at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the human-powered driving force increases.
According to the control device of the first aspect, the assist motor is configured so that at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the human-powered driving force increases according to the shift variable. Can be controlled. Therefore, the assist motor can be controlled appropriately.

In the control device of the second aspect according to the first aspect, the shift variable relates to an operating position of the transmission, and the rotation ratio when the operating position is in the first range is the operating position It is larger than the rotation ratio when it is in the predetermined range.
According to the control device of the second aspect, when the rotation ratio is large, at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the human-powered driving force is increased. Therefore, the load on the rider can be reduced.

In the control device according to the third aspect according to the first aspect, the control unit may include: when a shift variable of the transmission is different from the first range and is in a second range which is not included in the predetermined range, The assist motor is controlled so that at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor with respect to the human-powered driving force is decreased.
According to the control device of the third aspect, when the shift variable of the transmission is in the second range, at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the human-powered driving force is at least 1. Since the assist motor is controlled so that the power consumption decreases, the power consumption can be suppressed.

In the control device according to the fourth aspect according to the third aspect, the shift variable relates to an operating position of the transmission, and the rotation ratio when the operating position is in the second range is as follows. It is smaller than the rotation ratio when it is in the predetermined range.
According to the control device of the fourth aspect, the power consumption can be suppressed when the rotation ratio is smaller than the rotation ratio when the operating position of the transmission is within the predetermined range.

In the control device according to the fifth aspect according to the first aspect, the shift variable relates to the rotation ratio.
According to the control device of the fifth aspect, the assist motor can be suitably controlled according to the rotation ratio.

In the control device according to the sixth aspect according to the third aspect, the shift variable relates to the rotation ratio, and the rotation ratio included in the second range is smaller than the rotation ratio included in the predetermined range. ..
According to the control device of the sixth aspect, the power consumption can be suppressed when the rotation ratio is smaller than that in the predetermined range.

In the control device according to the seventh aspect according to any one of the third, fourth, and sixth aspects, the control unit controls the transmission variable of the transmission to be one of the first range and the second range. From the above, the output upper limit value of the assist motor, the output of the assist motor, and at least one of the output ratio of the assist motor with respect to the human-powered driving force are set to predetermined values.
According to the control device of the seventh aspect, when one of the first range and the second range reaches the predetermined range, the assist motor can be appropriately controlled with the predetermined value.

In the control device of the eighth aspect according to any one of the third, fourth, sixth, and seventh aspects, the control unit controls the transmission variable of the transmission to be in the first range and the second range. When included in one of the ranges, the assist motor is controlled so that at least one of the regeneration amount and the regeneration rate is different from the case where the shift variable is included in the predetermined range.
According to the control device of the eighth aspect, at least one of the regeneration amount and the regeneration rate of the assist motor can be suitably controlled according to the shift variable of the transmission.

A control device according to a ninth aspect of the present invention is a control device for a human-powered vehicle, which is provided with a transmission that changes a rotation ratio defined by a quotient obtained by dividing a rotation speed of a wheel by a rotation speed of a crank. The control unit includes a control unit that controls an assist motor that assists vehicle propulsion according to a human-powered driving force that is input to the crank, and the control unit includes the control unit when the shift variable of the transmission does not fall within a predetermined range. The assist motor is controlled so that the regenerative state of the assist motor and the regenerative state of the assist motor when the shift variable falls within the predetermined range are different.
According to the control device of the ninth aspect, the regeneration state of the assist motor can be appropriately controlled according to the shift variable of the transmission.

In the control device according to the tenth aspect according to the ninth aspect, the regeneration state includes at least one of a regeneration amount of the assist motor and a regeneration rate of the assist motor.
According to the control device of the tenth aspect, it is possible to preferably control the regeneration amount of the assist motor and the regeneration rate of the assist motor.

In the control device according to the eleventh aspect according to the tenth aspect, the controller controls the regeneration amount of the assist motor when the shift variable of the transmission is not within the predetermined range while the human-powered vehicle is traveling. However, the assist motor is controlled so as to be larger than the regeneration amount of the assist motor when the shift variable is included in the predetermined range.
According to the control device of the eleventh aspect, it is possible to increase the regeneration amount when the shift variable is not within the predetermined range.

In the control device according to the twelfth aspect according to the tenth aspect, the control unit is configured to control the regeneration rate of the assist motor when the transmission variable of the transmission is not included in the predetermined range during traveling of the human-powered vehicle. However, the assist motor is controlled so as to be larger than the regeneration rate of the assist motor when the shift variable is included in the predetermined range.
According to the control device of the twelfth aspect, it is possible to increase the regeneration rate when the shift variable is not within the predetermined range.

In the control device according to the thirteenth aspect according to the tenth aspect, the controller regenerates the assist motor when the shift variable of the transmission is not within the predetermined range while the human-powered vehicle is traveling. The assist motor is controlled so that the amount becomes smaller than the regenerative amount of the assist motor when the shift variable is included in the predetermined range.
According to the control device of the thirteenth aspect, it is possible to reduce the regeneration amount when the shift variable is not within the predetermined range.

In the control device according to the fourteenth aspect according to the tenth aspect, the controller regenerates the assist motor when the shift variable of the transmission does not fall within the predetermined range while the human-powered vehicle is traveling. The assist motor is controlled so that the rate becomes smaller than the regeneration rate of the assist motor when the shift variable is included in the predetermined range.
According to the control device of the fourteenth aspect, it is possible to reduce the regeneration rate when the shift variable is not within the predetermined range.

In the control device according to the fifteenth aspect according to the tenth aspect, the control unit is configured to perform the assist when the shift variable of the transmission is included in a first range outside the predetermined range while the human-powered vehicle is traveling. The assist motor is controlled so that the regeneration amount of the motor is smaller than the regeneration amount of the assist motor when the shift variable is within the predetermined range, and the shift variable of the transmission is within the predetermined range. The assist motor is controlled so that the regeneration amount of the assist motor when included in the second range outside is larger than the regeneration amount of the assist motor when the shift variable is included in the predetermined range. .
According to the control device of the fifteenth aspect, the regeneration amount can be reduced when the shift variable is included in the first range, and the regeneration amount can be increased when the shift variable is included in the second range.

In the control apparatus according to the sixteenth aspect according to the tenth aspect, the control unit may include the assist motor when the shift variable of the transmission is included in a first range outside the predetermined range while the manpowered vehicle is traveling. The assist motor is controlled so that the regeneration rate is smaller than the regeneration rate of the assist motor when the shift variable is within the predetermined range, and the shift variable of the transmission is outside the predetermined range. The assist motor is controlled such that the regeneration rate of the assist motor when included in the second range is larger than the regeneration rate of the assist motor when the shift variable is included in the predetermined range.
According to the control device of the sixteenth aspect, the regeneration rate when the shift variable is included in the first range can be reduced, and the regeneration rate when the shift variable is included in the first range can be reduced.

A control device according to a seventeenth aspect of the present invention is a control device for a human-powered vehicle, which is provided with a transmission that changes a rotation ratio defined by a quotient obtained by dividing a rotation speed of a wheel by a rotation speed of a crank. A control unit that controls the output of an assist motor that assists the propulsion of the vehicle in accordance with a human-powered driving force that is input to the crank, and the control unit includes a shift variable of the transmission included in a predetermined range, and At least an output upper limit value of the assist motor, an output of the assist motor, and an output ratio of the assist motor with respect to the human-powered driving force according to a difference between the shift variable of the transmission included outside a predetermined range and the shift variable. Control one.
According to the control device of the seventeenth aspect, the output upper limit value of the assist motor and the assist force are assisted in accordance with the difference between the shift variable of the transmission included in the predetermined range and the shift variable of the transmission included in the predetermined range. At least one of the output of the motor and the output ratio of the assist motor with respect to the human-powered driving force can be controlled. Therefore, the assist motor can be controlled appropriately.

The control device for a human-powered vehicle of the present disclosure can suitably control the assist motor.

1 is a side view of a human-powered vehicle including a human-powered vehicle control device according to a first embodiment. The block diagram which shows the electric constitution of the control apparatus for human powered vehicles of 1st Embodiment. 3 is a flowchart of a process of controlling the assist motor when the shift variable executed by the control unit of FIG. 2 relates to an operating position of the transmission. 3 is a flowchart of processing executed by the control unit of FIG. 2 for controlling an assist motor when a shift variable relates to a rotation ratio. The flowchart of the process which controls the regeneration amount of an assist motor when the shift variable performed by the control part of 2nd Embodiment is related to the operating position of a transmission. The flowchart of the process which controls the regeneration amount of an assist motor when the shift variable performed by the control part of 2nd Embodiment is related with a rotation ratio. The flowchart of the process which controls the regeneration rate of an assist motor when the shift variable performed by the control part of the 1st modification of 2nd Embodiment is related with the operating position of a transmission. The flowchart of the process performed by the control part of the 2nd modification of 2nd Embodiment which controls the regeneration ratio of an assist motor in case the shift variable is related to a rotation ratio.

As used herein, the expression "at least one" means "one or more" of the desired options. As an example, the expression "at least one" as used herein means "only one option" or "both two options" if the number of options is two. As another example, the expression "at least one" as used herein means "only one option" or "a combination of any two or more options" if the number of options is three or more. Means

(First embodiment)
A control device 50 for a human-powered vehicle according to the first embodiment will be described with reference to FIGS. 1 to 5. Hereinafter, the control device 50 for a human-powered vehicle will be simply referred to as the control device 50. The control device 50 is provided in the human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least the human-powered driving force H. The number of wheels is not limited, and the human-powered vehicle 10 includes, for example, a vehicle having one wheel and three or more wheels. The human powered vehicle 10 includes various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbents. The bicycle includes an electric bicycle (E-bike) which is driven by an electric motor. The electric bicycle includes an electric assist bicycle that assists propulsion of the vehicle with an electric motor. The electric bicycle includes an electric assist bicycle whose propulsion is assisted by an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle having two wheels.

The human-powered vehicle 10 has wheels 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 crank shaft 14A that is rotatable with respect to the frame 18, and crank arms 14B that are respectively provided at axial end portions of the crank shaft 14A. A pair of pedals 22 is individually connected to each crank arm 14B. The wheel 12 includes a driven wheel 12A and a drive wheel 12B. The drive wheel 12B is driven by the 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 rotate the first rotating body 26 forward when the crank 14 rotates forward and not rotate the first rotating body 26 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 rotational force of the first rotating body 26 to the second rotating body 28. The connecting 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. A second one-way clutch is preferably provided between the second rotary 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 not rotate the drive wheel 12B backward when the second rotating body 28 rotates backward. .. The human powered vehicle 10 may include a transmission 46 used to change a rotational ratio R defined by the quotient of the rotational speed of the wheels 12 divided by the rotational speed of the crank 14. 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 a front derailleur, only a rear derailleur, only an internal transmission, or any combination of a front derailleur, a rear derailleur, and an 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 rotary body 26, the second rotary body 28, or both the first rotary body 26 and the second rotary 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 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 the hub of the drive wheels 12B.

The human-powered vehicle 10 includes front wheels and rear wheels. Front wheels are attached to the frame 18 via front forks 32. A handle portion 34 is attached to the front fork 32. The handle portion 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 wheels are described as the drive wheels 12B, but the front wheels may be the drive wheels 12B.

The human powered vehicle 10 further includes a battery 40. The battery 40 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 40 is provided in the human-powered vehicle 10 and supplies electric power to another electric component electrically connected to the battery 40, for example, the control device 50. The battery 40 is connected to the control device 50 so as to be able to communicate by wire or wirelessly. The battery 40 can communicate with the control device 50 by, for example, power line communication (PLC). The battery 40 may be attached to the outside of the frame 18, and at least a part thereof may be housed inside the frame 18.

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

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

The transmission 46 changes the rotation ratio R defined by the quotient obtained by dividing the rotation speed of the wheel 12 by the rotation speed of the crank 14. The transmission 46 is configured so that the speed ratio S formed by the transmission 46 can be changed stepwise. The transmission 46 may be configured such that the speed ratio S can be changed steplessly. The larger the gear ratio S of the transmission 46, the larger the rotation ratio R. When the human-powered vehicle 10 includes a plurality of transmissions 46, the rotation ratio R corresponds to a value obtained by multiplying the gear ratio S formed by each transmission 46. The transmission 46 is shifted by an actuator. The actuator includes, for example, an electric motor. The actuator of the transmission 46 is communicably connected to the control device 50 by wire or wirelessly. The transmission 46 changes the gear ratio S by changing the operating position P of the transmission 46. When the transmission 46 is a derailleur, the transmission 46 changes the operating position P of the transmission 46 to switch the connecting member 30 from one of the plurality of sprockets to another one, and The formed gear ratio S is changed. When the transmission 46 is a rear derailleur, the operating position P of the transmission 46 includes, for example, the position of the movable portion with respect to the fixed portion for fixing the rear derailleur to the frame 18, and the movable portion includes the chain guide and the guide. At least one of a pulley, a tension pulley, a link mechanism, and a biasing member is included. When the transmission 46 is a front derailleur, the operating position P of the transmission 46 includes, for example, the position of the movable portion with respect to the fixed portion for fixing to the frame 18 of the front derailleur, and the movable portion includes the plate and the link mechanism. , And at least one of the biasing members. When the transmission 46 is an internal transmission, the operating position P of the transmission 46 includes the position of a control member for changing the rotation state of the gears included in the transmission 46. When the transmission 46 is operated by the electric motor, the operating position P of the transmission 46 may include the rotation phase of the electric motor. The shift variable X may include the position of the shift operating device with respect to the operating position P of the transmission 46. The position of the gear shift operation device includes the operation position of the operation unit operable by the user. When the transmission 46 is operated by a cable, the position of the gear shift operating device may be the amount of movement of the cable.

The control device 50 includes a control unit 52. The control unit 52 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include one or more microcomputers. The control unit 52 may include a plurality of arithmetic processing devices arranged separately at a plurality of places. The 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 non-volatile memory and a volatile memory. The control unit 52 and the storage unit 54 are provided in a housing in which the assist motor 42 is provided, for example.

Control device 50 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 or outside the housing in which the assist motor 42 is provided. 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 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 human-powered vehicle 10 or a housing provided with the assist motor 42. The crank rotation sensor 56 includes a magnetic sensor that outputs a signal according to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in the crankshaft 14A or in the power transmission path between the crankshaft 14A and the first rotating body 26. The crank rotation sensor 56 is connected to the control unit 52 by wire or wirelessly so as to be able to communicate. The crank rotation sensor 56 outputs a signal according to the rotation speed N of the crank 14 to the control unit 52. The crank rotation sensor 56 may be provided in a member that rotates integrally with the crankshaft 14A in the power transmission path of the human-powered driving force H from the crankshaft 14A to the first rotating body 26. For example, the crank rotation sensor 56 may be provided in 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 human-powered 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 rotation ratio R, and the traveling speed of the human-powered vehicle 10. V is detected. Information about the rotation ratio R is stored in the storage unit 54 in advance.

When the transmission 46 for changing the rotation ratio R is provided in the human-powered vehicle 10, the control unit 52 controls the rotation ratio R 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 about 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. The control device 50 may include a shift sensor.

The vehicle speed sensor 58 is used to detect the rotation speed of the wheels 12. The vehicle speed sensor 58 is electrically connected to the control unit 52 by wire or wirelessly. The vehicle speed sensor 58 is connected to the control unit 52 so as to be able to communicate by wire or wirelessly. The vehicle speed sensor 58 outputs a signal according to the rotation speed of the wheels 12 to the control unit 52. The control unit 52 calculates the traveling speed V of the human-powered vehicle 10 based on the rotation speed of the wheels 12. The control unit 52 stops the assist 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 forming a reed switch or a hall element. The vehicle speed sensor 58 may be attached to the chain stay of the frame 18 to detect a magnet attached to the rear wheel, or may be provided to the front fork 32 to detect a magnet attached to the front wheel. In another example, the vehicle speed sensor 58 includes a GPS (Global Positioning System) receiver. The control unit 52 may detect the traveling speed V of the human-powered vehicle 10 according to the GPS information acquired by the GPS receiving unit, the map information recorded in advance in the storage unit 54, and the time. The control unit 52 preferably includes a timer for measuring time.

The torque sensor 60 is used to detect the torque TH of the human driving force H. The torque sensor 60 is provided in, for example, a housing in which the assist motor 42 is provided. The torque sensor 60 detects the torque TH of the human-powered driving force H input to the crank 14. For example, when the first one-way clutch is provided on the power transmission path, the torque sensor 60 is provided on the upstream side 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 the outer peripheral portion of the rotating body included in the power transmission path. The torque sensor 60 may include a wireless or wired communication unit. The communication unit of the torque sensor 60 is configured to be communicable with the control unit 52.

The control unit 52 controls the assist motor 42 so that the motor driving force with respect to the human driving force H has a predetermined output ratio A, for example. The control unit 52 controls the assist motor 42 so that the output torque TM of the motor driving force of the assist motor 42 with respect to the torque TH of the human driving force H of the human powered vehicle 10 becomes a predetermined output ratio A, for example. Good. The control unit 52 controls the assist motor 42 in one operation mode selected from a plurality of operation modes having different output ratios A of the motor driving force to the human driving force H, for example. The torque ratio AT of the output torque TM of the assist motor 42 to the torque TH of the human-powered driving vehicle 10 may be referred to as an output ratio A. The control unit 52 controls the assist motor 42 so that the power WX (watt) of the assist motor 42 becomes a predetermined output ratio A with respect to the power WH (watt) of the human power H, for example. Good. The ratio AW of the power WX of the motor driving force to the power WH of the human driving force H of the human-powered vehicle 10 may be referred to as an output ratio A. The power WH of the human-powered driving force H is calculated by multiplying the human-powered driving force H by the rotation speed N of the crank 14. When the output of the assist motor 42 is input to the power path of the human power driving force H via the speed reducer, the output of the speed reducer is used as the motor driving force. The control unit 52 outputs a control command to the drive circuit 44 of the assist motor 42 according to the power WH of the human power H or the torque TH. The control command includes, for example, a torque command value.

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

At least one of the output ratio A and the output upper limit L of the assist motor 42 may be different in each of the plurality of operation modes. In each of the plurality of operation modes, only the output ratio A, only the upper limit value, or both the output ratio A and the output upper limit value L of the assist motor 42 may be different. In this case, the control unit 52 controls the assist motor 42 so that the motor driving force is equal to or less than the output ratio A specified in the operation mode of the selected assist motor 42 and equal to or less than a predetermined value.

The plurality of operation modes are, for example, a maximum operation mode in which the output ratio A is maximum, a minimum operation mode in which the output ratio A is minimum, and an intermediate operation mode in which the output ratio A is smaller than the maximum operation mode and larger than the minimum operation mode. including. The plurality of operation modes include, for example, a maximum operation mode having a maximum predetermined value, a minimum operation mode having a minimum predetermined value, and an intermediate operation mode having a predetermined value smaller than the maximum operation mode and larger than the minimum operation mode. You may stay. The plurality of operation modes may or may not include a plurality of intermediate operation modes having different output ratios A. When changing the operation mode from one of the plurality of operation modes to another one, the control unit 52 determines that at least one of the output ratio A and the output upper limit value L of the assist motor 42 defined in each operation mode. It is preferable to change it so that it gradually increases or gradually decreases.

The control unit 52 preferably controls the transmission 46 according to at least one of the traveling state and the traveling environment of the human-powered vehicle 10. For example, when the human-powered driving force H is larger than the first driving force, the control unit 52 controls the transmission 46 so that the rotation ratio R becomes smaller, and the second human-powered driving force H is smaller than the first driving force. When it is smaller than the driving force, the transmission 46 is controlled so that the rotation ratio R becomes large. For example, when the rotation speed N of the crank 14 is higher than the first rotation speed, the control unit 52 controls the transmission 46 so that the rotation ratio R becomes large, and the rotation speed N of the crank 14 is higher than the first rotation speed. If it is smaller than the second rotation speed which is also smaller, the transmission 46 is controlled so that the rotation ratio R becomes smaller. For example, when the pitch angle of the human-powered vehicle 10 is larger than the first angle, the control unit 52 controls the transmission 46 so that the rotation ratio R becomes smaller, and the pitch angle of the human-powered vehicle 10 is smaller than the first angle. If the second angle is smaller than the second angle, which is also smaller, the transmission 46 is controlled so that the rotation ratio R increases.

When controlling the transmission 46 by operating at least one of the traveling state and the traveling environment of the human-powered vehicle 10 and the operation of the shift operation device, the control unit 52 sets a shift command value and drives an actuator of the transmission 46. Let The control unit 52 preferably stores the shift command value in the storage unit 54. The gear shift command value includes information on at least one of the operating position P of the transmission 46, the gear ratio S formed by the operating position P of the transmission 46, and the rotation ratio R.

When at least one of the operating position P, the gear ratio S, and the rotation ratio R corresponding to the gear shift command value stored in the storage unit 54 is different from the actual detected value, the control unit 52 stores in the storage unit 54. The transmission 46 may be operated such that at least one of the operation position P, the gear ratio S, and the rotation ratio R corresponding to the stored gear shift command value and the actual detected value match. When at least one of the operating position P, the gear ratio S, and the rotation ratio R corresponding to the gear shift command value stored in the storage unit 54 is different from the actual detected value, the control unit 52 stores in the storage unit 54. At least one of the operating position P, the gear ratio S, and the rotation ratio R corresponding to the stored gear shift command value is at least one of the operating position P, the gear ratio S, and the rotation ratio R corresponding to the actual detection value. You may update it so that it becomes one.

The control unit 52 controls the output M of the assist motor 42 that assists the propulsion of the human-powered vehicle 10 including the transmission 46 according to the human-power driving force H input to the crank 14.

The control unit 52 controls the assist motor 42 according to the shift variable X of the transmission 46 while the human-powered vehicle 10 is traveling. The control unit 52 controls the assist motor 42 according to the rotation ratio R or the operating position P of the transmission 46 while the human-powered vehicle 10 is traveling.

In one example, the shift variable X relates to the operating position P of the transmission 46. When the shift variable X is related to the operating position P of the transmission 46, the predetermined range DA of the shift variable X includes the predetermined range DPA of the operating position P, and the first range D1 of the shift variable X is the operating position P. The second range D2 of the shift variable X includes the first range DP1 and the second range DP2 of the operating position P. When the operating position P changes, the gear ratio S changes and the rotation ratio R also changes. The predetermined range DRA includes the operating position P of the transmission 46 that corresponds to the shift command value stored in the storage unit 54. When the operating position P of the transmission 46 is at a position corresponding to the shift command value stored in the storage unit 54, the operating position P is included in the predetermined range DRA.

In another example, the shift variable X relates to the rotation ratio R. When the shift variable X is related to the rotation ratio R, the predetermined range DA of the shift variable X includes the predetermined range DRA of the rotation ratio R, and the first range D1 of the shift variable X is the first range DR1 of the rotation ratio R. The second range D2 of the shift variable X includes the second range DR2 of the rotation ratio R. The predetermined range DRA includes the rotation ratio R corresponding to the shift command value stored in the storage unit 54. When the rotation ratio R corresponds to the shift command value stored in the storage unit 54, the rotation ratio R is included in the predetermined range DRA. When the shift command value stored in the storage unit 54 stores information on the operating position P, the control unit 52 shifts gears by using information stored in advance that associates the operating position P with the rotation ratio R. The rotation ratio R corresponding to the command value may be calculated, and the calculated rotation ratio R may be used to set the predetermined range DRA, the first range DR1, and the second range DR2. When the shift command value stored in the storage unit 54 stores information on the gear ratio S and the human-powered vehicle 10 includes only one transmission 46, the control unit 52 determines that the shift command value is the shift command value. The predetermined range DRA, the first range DR1, and the second range DR2 may be set by using the corresponding gear ratio S as the gear ratio R corresponding to the gear shift command value.

The control device 50 preferably includes at least one of a first detector 62 for detecting the operating position P of the transmission 46 and a second detector 64 for detecting the rotation ratio R. The first detection unit 62 may include a shift state sensor. In this case, the control unit 52 may acquire the operating position P of the transmission 46 using the information stored in the storage unit 54 in advance. The second detection unit 64 may include a crank rotation sensor 56 and a vehicle speed sensor 58. In this case, the control unit 52 may calculate the quotient obtained by dividing the rotation speed of the wheel 12 detected by the vehicle speed sensor 58 by the rotation speed of the crank 14 as the rotation ratio R. When the human-powered vehicle 10 includes only one transmission 46, the control unit 52 uses the rotation ratio R as the gear ratio S.

The controller 52 controls the transmission variable X of the transmission 46 to be in the first range D1 outside the predetermined range DA and the transmission variable X of the transmission 46 to be included in the first range D1 while the human-powered vehicle 10 is traveling. When the rotation ratio R in the locked state is larger than the rotation ratio R in the state in which the shift variable X is included in the predetermined range DA, the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the human-powered driving force. The assist motor 42 is controlled so that at least one of the output ratios A of the assist motor 42 with respect to H increases.

When the shift variable X of the transmission 46 is different from the first range D1 and is in the second range D2 that is not included in the predetermined range DA, the control unit 52 controls the output upper limit value L of the assist motor 42 and the assist motor 42. It is preferable to control the assist motor 42 so that at least one of the output M and the output ratio A of the assist motor 42 with respect to the human power H is reduced.

When the shift variable X of the transmission 46 reaches the predetermined range DA from one of the first range D1 and the second range D2, the control unit 52 outputs the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and It is preferable to set at least one of the output ratios A of the assist motor 42 to the human-powered driving force H to a predetermined value. The predetermined value corresponds to, for example, the output upper limit value L, the output M, or the output ratio A set for each operation mode of the assist motor 42.

The shift variable X relates to the operating position P of the transmission 46, and the rotation ratio R when the operating position P is in the first range DP1 is larger than the rotation ratio R when the operating position P is in the predetermined range DPA. Preferably. It is preferable that the gear ratio S when the operating position P is in the first range DP1 is larger than the gear ratio S when the operating position P is in the predetermined range DPA.

The shift variable X relates to the operating position P of the transmission 46, and the rotation ratio R when the operating position P is in the second range DP2 is greater than the rotation ratio R when the operating position P is in the predetermined range DPA. It is preferably small. The gear ratio S when the operating position P is in the second range DP2 is preferably smaller than the gear ratio S when the operating position P is in the predetermined range DPA.

When the shift variable X is related to the operating position P of the transmission 46, the control unit 52 causes the assist motor to operate when the operating position P of the transmission 46 is in the first range DP1 while the human-powered vehicle 10 is traveling. It is preferable to control the assist motor 42 so that at least one of the output upper limit value L of 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 with respect to the human driving force H increases.

When the shift variable X is related to the operating position P of the transmission 46, the control unit 52 causes the operating position P of the transmission 46 to be different from the first range DP1 and not to fall within the predetermined range DPA. When it is in DP2, the assist motor 42 is controlled so that at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 with respect to the human power H is reduced. Is preferred.

The shift variable X relates to the operating position P of the transmission 46, and the control unit 52 assists when the operating position P of the transmission 46 reaches the predetermined range DPA from one of the first range DP1 and the second range DP2. It is preferable to set at least one of the output upper limit value L of the motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human-powered driving force H to a predetermined value.

With reference to FIG. 3, a process of controlling the assist motor 42 when the shift variable X is related to the operating position P of the transmission 46 will be described. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S11 of the flowchart shown in FIG. When the flowchart of FIG. 3 ends, the control unit 52 repeats the processing from step S11 after a predetermined period until the power supply is stopped.

In step S11, the control unit 52 determines whether the human-powered vehicle 10 is traveling. The control unit 52 determines that the human-powered vehicle 10 is traveling, for example, in at least one of the case where the traveling speed V is equal to or higher than the predetermined traveling speed and the rotation speed N of the crank 14 is equal to or higher than the predetermined rotation speed. .. The control unit 52 ends the process when the human-powered vehicle 10 is not traveling. When the human-powered vehicle 10 is traveling, the control unit 52 proceeds to step S12.

In step S12, the control unit 52 determines whether the operating position P of the transmission 46 is outside the predetermined range DPA. The control unit 52 ends the process when the operating position P of the transmission 46 is not outside the predetermined range DPA. When the operating position P of the transmission 46 is outside the predetermined range DPA, the control unit 52 proceeds to step S13.

In step S13, the control unit 52 determines whether the operating position P of the transmission 46 is in the first range DP1. When the operating position P of the transmission 46 is in the first range DP1, the control unit 52 proceeds to step S14. In step S14, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A increases, and the process proceeds to step S17.

When the operating position P of the transmission 46 is not within the first range DP1 in step S13, the control unit 52 proceeds to step S15. In step S15, the control unit 52 determines whether the operating position P of the transmission 46 is in the second range DP2. If the operating position P of the transmission 46 is not within the second range DP2, the control unit 52 ends the process.

When the operating position P of the transmission 46 is in the second range DP2 in step S15, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A decreases, and the process proceeds to step S17.

In step S17, the controller 52 determines whether the operating position P of the transmission 46 is within the predetermined range DPA. The control unit 52 repeats the process of step S17 until the operating position P of the transmission 46 falls within the predetermined range DPA. When the operating position P of the transmission 46 is within the predetermined range DPA, the control unit 52 proceeds to step S18. In step S18, the control unit 52 sets at least one of the output upper limit value L, the output M, and the output ratio A to a predetermined value, and ends the process. In step S18, the control unit 52 may return at least one of the output upper limit value L, the output M, and the output ratio A to the value before being changed in step S14 or step S16, and finish the process.

The shift variable X relates to the rotation ratio R, and the rotation ratio R included in the first range DR1 is preferably larger than the rotation ratio R included in the predetermined range DRA.
The shift variable X relates to the rotation ratio R, and the rotation ratio R included in the second range DR2 is preferably smaller than the rotation ratio R included in the predetermined range DRA.

When the shift variable X is related to the rotation ratio R, the control unit 52 controls the output upper limit value L of the assist motor 42 and the assist when the rotation ratio R is in the first range DR1 while the human-powered vehicle 10 is traveling. It is preferable to control the assist motor 42 so that at least one of the output M of the motor 42 and the output ratio A of the assist motor 42 with respect to the human-powered driving force H increases.

When the shift variable X is related to the rotation ratio R, the control unit 52 determines that the rotation ratio R is in the second range DR2 that is different from the first range DR1 and is not included in the predetermined range DRA. It is preferable to control the assist motor 42 so that at least one of the output upper limit value L, the output M of the assist motor 42, and the output ratio A of the assist motor 42 with respect to the human-power driving force H decreases.

The shift variable X is related to the rotation ratio R, and the control unit 52 outputs the output of the assist motor 42 when the rotation ratio R of the transmission 46 reaches a predetermined range DRA from one of the first range DR1 and the second range DR2. It is preferable to set at least one of the upper limit value L, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human-powered driving force H to a predetermined value.

A process of controlling the assist motor 42 when the shift variable X is related to the rotation ratio R will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S21 of the flowchart shown in FIG. When the flowchart of FIG. 4 ends, the control unit 52 repeats the processing from step S21 after a predetermined period until the power supply is stopped.

The control unit 52 determines in step S21 whether or not the human-powered vehicle 10 is traveling. The control unit 52 determines that the human-powered vehicle 10 is traveling, for example, in at least one of the case where the traveling speed V is equal to or higher than the predetermined traveling speed and the rotation speed N of the crank 14 is equal to or higher than the predetermined rotation speed. .. The control unit 52 ends the process when the human-powered vehicle 10 is not traveling. When the human-powered vehicle 10 is traveling, the control unit 52 proceeds to step S22.

In step S22, the controller 52 determines whether the rotation ratio R is outside the predetermined range DRA. If the rotation ratio R is not outside the predetermined range DRA, the control unit 52 ends the process. When the rotation ratio R is outside the predetermined range DRA, the control unit 52 proceeds to step S23.

The control part 52 determines whether the rotation ratio R is in the 1st range DR1 in step S23. When the rotation ratio R is in the first range DR1, the control unit 52 proceeds to step S24. In step S24, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A increases, and the process proceeds to step S27.

When the rotation ratio R is not within the first range DR1 in step S23, the control unit 52 proceeds to step S25. The control part 52 determines whether the rotation ratio R is in the 2nd range DR2 in step S25. When the rotation ratio R is not within the second range DR2, the control unit 52 ends the process.

When the rotation ratio R is in the second range DR2 in step S25, the control unit 52 proceeds to step S26. In step S26, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A decreases, and the process proceeds to step S27.

The control part 52 determines whether the rotation ratio R is in the predetermined range DRA in step S27. The controller 52 repeats the process of step S27 until the rotation ratio R reaches the predetermined range DRA. When the rotation ratio R reaches the predetermined range DRA, the controller 52 proceeds to step S28. In step S28, the control unit 52 sets at least one of the output upper limit value L, the output M, and the output ratio A to a predetermined value, and ends the process. In step S28, the control unit 52 may return at least one of the output upper limit value L, the output M, and the output ratio A to the value before being changed in step S24 or step S26, and finish the process.

When the shift variable X is in the first range D1 in which the rotation ratio R is larger than the predetermined range DA, the load on the rider is larger than when the shift variable X is in the predetermined range DA. Therefore, the rider may feel uncomfortable. When the shift variable X is in the first range D1, the control unit 52 increases at least one of the output upper limit value L, the output M, and the output ratio A of the assist motor 42, so that the load on the rider can be reduced. Also, the rider is less likely to feel uncomfortable.

When the shift variable X is in the second range D2 in which the rotation ratio R is smaller than the predetermined range DA, the load on the rider is smaller than when the shift variable X is in the predetermined range DA. Therefore, the rider may feel uncomfortable. When the shift variable X is in the second range D2, the control unit 52 reduces at least one of the output upper limit value L, the output M, and the output ratio A of the assist motor 42, so that the rider does not feel uncomfortable. .. Further, the power consumption of the assist motor 42 can be suppressed.

(Second embodiment)
The control device 50 of the second embodiment will be described with reference to FIGS. 5 and 6. The control device 50 of the second embodiment is the same as the control device 50 of the first embodiment except that the regenerative state is changed according to the shift variable X, and thus the configuration common to the first embodiment. About, the same reference numerals as in the first embodiment are attached, and the overlapping description is omitted.

The control unit 52 includes a regenerative mode that brings the assist motor 42 into a regenerative state. In the regenerative mode, the assist state in which the assist motor 42 assists the propulsion of the human-powered vehicle 10 and the regenerative state in which the assist motor 42 is regenerated are switched. The human-powered vehicle 10 is configured to be able to change at least one of the regeneration amount and the regeneration rate in the regeneration mode. The control unit 52 is preferably configured to be able to change the regeneration amount in the regeneration mode. The regeneration amount may be the amount of electric power generated per predetermined rotation amount of the wheel 12, or may be the amount of electric power generated per predetermined time period. The control unit 52 charges the battery 40 with the electric power generated by the regeneration of the assist motor 42. The control device 50 may include an operation unit for the passenger to select the regeneration mode. The control unit 52 may switch to the regenerative mode when the conditions for switching to the regenerative mode are satisfied. The condition for switching to the regenerative mode includes, for example, that the remaining amount of the battery 40 is a predetermined amount or less.

For example, in the regenerative mode, the control unit 52 switches between the assist state and the regenerative state by the torque TH or the power rate WH of the human driving force H, and changes the torque TH or the power rate WH that switches between the assist state and the regenerative state. Change the regeneration amount. For example, when the torque TH or the power WH is equal to or less than the first value in the regenerative mode, the control unit 52 switches the assist state to the regenerative state and increases the first value to increase the regeneration amount. As the first value, a value less than or equal to zero can be selected. The control unit 52 may change the regeneration amount by changing the ratio of the time in the assist state and the time in the regeneration state in the regeneration mode. For example, the control unit 52 drives the assist motor 42 when the rotation phase of the crank 14 is in the predetermined phase range, and regenerates the assist motor 42 when the rotation phase is outside the predetermined phase range. In this case, the control unit 52 increases the regeneration amount by reducing the predetermined phase range.

In the regenerative state, the control unit 52 may supply electric power to electric components other than the assist motor 42 instead of or in addition to charging the battery 40. The electrical component includes, for example, a lamp or a braking device.

The control unit 52 controls the assist motor 42, which assists the propulsion of the human-powered vehicle 10 including the transmission 46, according to the human-power driving force H input to the crank 14. The control unit 52 regenerates the assist motor 42 when the transmission variable X of the transmission 46 is not included in the predetermined range DA, and the regeneration state of the assist motor 42 when the transmission variable X is included in the predetermined range DA. The assist motor 42 is controlled so that The transmission 46 changes the rotation ratio R defined by the quotient obtained by dividing the rotation speed of the wheel 12 by the rotation speed of the crank 14. The transmission 46 is configured similarly to the transmission 46 of the first embodiment.

The regeneration state preferably includes at least one of the regeneration amount of the assist motor 42 and the regeneration rate of the assist motor 42.

For example, the controller 52 controls the regeneration amount of the assist motor 42 when the shift variable X of the transmission 46 is not included in the predetermined range DA while the human-powered vehicle 10 is traveling, and the shift variable X is included in the predetermined range DA. The assist motor 42 is controlled so as to be larger than the regeneration amount of the assist motor 42 in the case of the above. For example, the controller 52 controls the regeneration amount of the assist motor 42 when the shift variable X of the transmission 46 is not included in the predetermined range DA while the human-powered vehicle 10 is traveling, and the shift variable X is included in the predetermined range DA. The assist motor 42 is controlled so as to be smaller than the regeneration amount of the assist motor 42 in the case of the above. The control unit 52 controls the regeneration amount of the assist motor 42 when the shift variable X of the transmission 46 is included in the first range D1 outside the predetermined range DA and the shift variable X is in the predetermined range while the human-powered vehicle 10 is traveling. The assist motor 42 is controlled to be smaller than the regeneration amount of the assist motor 42 when included in DA, and the shift variable X of the transmission 46 is included in the second range D2 outside the predetermined range DA. It is preferable to control the assist motor 42 so that the regenerative amount of is larger than the regenerative amount of the assist motor 42 when the shift variable X is within the predetermined range DA.

For example, when the shift variable X is related to the operating position P of the transmission 46, the control unit 52 determines that the operating position P of the transmission 46 is not within the predetermined range DPA while the human-powered vehicle 10 is traveling. The assist motor 42 is controlled so that the amount of regeneration of the assist motor 42 is larger than the amount of regeneration of the assist motor 42 when the operating position P is within the predetermined range DPA. For example, when the shift variable X is related to the operating position P of the transmission 46, the control unit 52 determines that the operating position P of the transmission 46 is not within the predetermined range DPA while the human-powered vehicle 10 is traveling. The assist motor 42 is controlled so that the amount of regeneration of the assist motor 42 becomes smaller than the amount of regeneration of the assist motor 42 when the operating position P is included in the predetermined range DPA. When the shift variable X is related to the operating position P of the transmission 46, the control unit 52 causes the operating position P of the transmission 46 to fall within the first range DP1 outside the predetermined range DPA while the human-powered vehicle 10 is traveling. The assist motor 42 is controlled so that the regeneration amount of the assist motor 42 when the operating position P is included in the predetermined range DPA is smaller than the regeneration amount of the assist motor 42 when the operating position P is within the predetermined range DPA. The assist motor 42 is set so that the regeneration amount of the assist motor 42 when included in the second range DP2 outside the predetermined range DPA is larger than the regeneration amount of the assist motor 42 when the operating position P is included in the predetermined range DPA. It is preferable to control.

Processing for controlling the regeneration amount of the assist motor 42 when the transmission variable X relates to the operating position P of the transmission 46 will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S31 of the flowchart shown in FIG. When the flowchart of FIG. 5 ends, the control unit 52 repeats the processing from step S31 after a predetermined period until the power supply is stopped.

The control unit 52 determines whether or not the human-powered vehicle 10 is traveling in step S31. The control unit 52 determines that the human-powered vehicle 10 is traveling, for example, in at least one of the case where the traveling speed V is equal to or higher than the predetermined traveling speed and the rotation speed N of the crank 14 is equal to or higher than the predetermined rotation speed. .. The control unit 52 ends the process when the human-powered vehicle 10 is not traveling. When the human-powered vehicle 10 is traveling, the control unit 52 proceeds to step S32.

In step S32, the control unit 52 determines whether the operating position P of the transmission 46 is outside the predetermined range DPA. The control unit 52 ends the process when the operating position P of the transmission 46 is not outside the predetermined range DPA. When the operating position P of the transmission 46 is outside the predetermined range DPA, the control unit 52 proceeds to step S33.

The control part 52 determines whether the operating position P of the transmission 46 is in the 1st range DP1 in step S33. When the operating position P of the transmission 46 is in the first range DP1, the control unit 52 proceeds to step S34. In step S34, the controller 52 controls the assist motor 42 so that the regeneration amount decreases, and the process proceeds to step S37.

When the operating position P of the transmission 46 is not within the first range DP1 in step S33, the control unit 52 proceeds to step S35. In step S15, the control unit 52 determines whether the operating position P of the transmission 46 is in the second range DP2. If the operating position P of the transmission 46 is not within the second range DP2, the control unit 52 ends the process.

When the operating position P of the transmission 46 is in the second range DP2 in step S35, the control unit 52 proceeds to step S36. In step S36, the controller 52 controls the assist motor 42 so that the regeneration amount increases, and the process proceeds to step S37.

In step S37, the controller 52 determines whether the operating position P of the transmission 46 is within the predetermined range DPA. The controller 52 repeats the process of step S37 until the operating position P of the transmission 46 falls within the predetermined range DPA. When the operating position P of the transmission 46 is within the predetermined range DPA, the control unit 52 proceeds to step S38. In step S38, the control unit 52 sets the regeneration amount to a predetermined value and ends the process. In step S38, the control unit 52 may return the regeneration amount to the value before the change in step S34 or step S36 and terminate the process.

For example, when the shift variable X is related to the rotation ratio R, the control unit 52 determines that the regeneration amount of the assist motor 42 when the rotation ratio R is not included in the predetermined range DRA during traveling of the human-powered vehicle 10. The assist motor 42 is controlled so as to be larger than the regeneration amount of the assist motor 42 when the rotation ratio R is included in the predetermined range DRA. For example, when the shift variable X is related to the rotation ratio R, the control unit 52 determines that the regeneration amount of the assist motor 42 when the rotation ratio R is not included in the predetermined range DRA during traveling of the human-powered vehicle 10. The assist motor 42 is controlled so as to be smaller than the regeneration amount of the assist motor 42 when the rotation ratio R falls within the predetermined range DRA. When the shift variable X is related to the rotation ratio R, the control unit 52 regenerates the assist motor 42 when the rotation ratio R is included in the first range DR1 outside the predetermined range DRA while the human-powered vehicle 10 is traveling. The assist motor 42 is controlled such that the amount becomes smaller than the regeneration amount of the assist motor 42 when the rotation ratio R is included in the predetermined range DRA, and the rotation ratio R is included in the second range DR2 outside the predetermined range DRA. In this case, it is preferable to control the assist motor 42 so that the regeneration amount of the assist motor 42 is larger than the regeneration amount of the assist motor 42 when the rotation ratio R is within the predetermined range DRA.

A process of controlling the assist motor 42 when the shift variable X relates to the rotation ratio R will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S41 of the flowchart shown in FIG. When the flowchart of FIG. 6 ends, the control unit 52 repeats the processing from step S41 after a predetermined period until the power supply is stopped.

In step S41, the control unit 52 determines whether or not the human-powered vehicle 10 is traveling. The control unit 52 determines that the human-powered vehicle 10 is traveling, for example, in at least one of the case where the traveling speed V is equal to or higher than the predetermined traveling speed and the rotation speed N of the crank 14 is equal to or higher than the predetermined rotation speed. .. The control unit 52 ends the process when the human-powered vehicle 10 is not traveling. When the human-powered vehicle 10 is traveling, the control unit 52 proceeds to step S42.

In step S42, the control unit 52 determines whether the rotation ratio R is outside the predetermined range DRA. If the rotation ratio R is not outside the predetermined range DRA, the control unit 52 ends the process. When the rotation ratio R is outside the predetermined range DRA, the control unit 52 proceeds to step S43.

The control part 52 determines whether the rotation ratio R is in the 1st range DR1 in step S43. When the rotation ratio R is in the first range DR1, the control unit 52 proceeds to step S44. In step S44, the controller 52 controls the assist motor 42 so that the regeneration amount decreases, and the process proceeds to step S47.

When the rotation ratio R is not within the first range DR1 in step S43, the control unit 52 proceeds to step S45. The control part 52 determines whether the rotation ratio R is in the 2nd range DR2 in step S45. When the rotation ratio R is not within the second range DR2, the control unit 52 ends the process.

When the rotation ratio R is in the second range DR2 in step S45, the control unit 52 proceeds to step S46. In step S46, the controller 52 controls the assist motor 42 so that the regeneration amount increases, and the process proceeds to step S47.

In step S47, the control unit 52 determines whether the rotation ratio R is within the predetermined range DRA. The controller 52 repeats the process of step S47 until the rotation ratio R reaches the predetermined range DRA. When the rotation ratio R reaches the predetermined range DRA, the controller 52 proceeds to step S48. In step S48, the control unit 52 sets the regeneration amount to a predetermined value and ends the process. In step S48, the control unit 52 may return the regeneration amount to the value before being changed in step S44 or step S46 and end the process.

When the shift variable X is in the first range D1 in which the rotation ratio R is larger than the predetermined range DA, the load on the rider is larger than when the shift variable X is in the predetermined range DA. Therefore, the rider may feel uncomfortable. When the shift variable X is in the first range D1, the control unit 52 reduces the regeneration amount of the assist motor 42, so that the load on the rider can be reduced. Also, the rider is less likely to feel uncomfortable.

When the shift variable X is in the second range D2 in which the rotation ratio R is smaller than the predetermined range DA, the load on the rider is smaller than when the shift variable X is in the predetermined range DA. Therefore, the rider may feel uncomfortable. When the shift variable X is in the second range D2, the control unit 52 increases the regeneration amount of the assist motor 42, so that the rider does not feel a sense of discomfort. Moreover, the amount of power generation can be increased.

(Modification)
The description of the embodiments is merely an example of possible forms of the control device for a human-powered vehicle according to the present invention, and is not intended to limit the forms. The control device for a human-powered 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 which do not conflict with each other are combined. In the following modified examples, the same parts as those of the embodiment are designated by the same reference numerals and the description thereof will be omitted.

In the second embodiment, when the shift variable X of the transmission 46 is included in one of the first range D1 and the second range D2, the control unit 52 includes the regeneration rate and the shift variable X is included in the predetermined range DA. The assist motor 42 may be controlled differently from the case described above. The regeneration rate is, for example, a rate of the work rate WH or the torque TH of the human driving force H used for regeneration. For example, the assist motor 42 is provided with a switching device capable of switching the ratio of the human-powered driving force H transmitted to the rotor of the assist motor 42, and the control unit 52 changes the regeneration rate by controlling the switching device.
For example, the control unit 52 controls the regeneration rate of the assist motor 42 when the shift variable X of the transmission 46 is not included in the predetermined range DA while the human-powered vehicle 10 is traveling, and the shift variable X is included in the predetermined range DA. The assist motor 42 is controlled so as to be higher than the regeneration rate of the assist motor 42 in the case of the above. For example, the control unit 52 controls the regeneration rate of the assist motor 42 when the shift variable X of the transmission 46 is not included in the predetermined range DA while the human-powered vehicle 10 is traveling, and the shift variable X is included in the predetermined range DA. The assist motor 42 is controlled so as to be smaller than the regeneration rate of the assist motor 42 in the case of the above. The controller 52 controls the regeneration rate of the assist motor 42 when the transmission variable X of the transmission 46 is included in the first range D1 outside the predetermined range DA while the human-driven vehicle 10 is traveling, and the transmission variable X is in the predetermined range. The assist motor 42 is controlled so as to become smaller than the regeneration rate of the assist motor 42 when included in DA, and the shift variable X of the transmission 46 is included in the second range D2 outside the predetermined range DA. It is preferable to control the assist motor 42 so that the regeneration rate is higher than the regeneration rate of the assist motor 42 when the shift variable X is within the predetermined range DA.
Specifically, when the shift variable X is related to the operating position P of the transmission 46, as shown in FIG. 7, step S34 of FIG. 5 is changed to step S51 of FIG. 7, and step S36 of FIG. Is changed to step S52 in FIG. 7, and step S38 in FIG. 5 is changed to step S53 in FIG. In step S51, the control unit 52 controls the assist motor 42 so that the regeneration rate decreases, and the process proceeds to step S37. The control unit 52 controls the assist motor 42 so that the regeneration rate increases in step S52, and proceeds to step S37. In step S53, the control unit 52 sets the regeneration rate to a predetermined value and ends the process.
When the shift variable X is related to the rotation ratio R, as shown in FIG. 8, step S44 of FIG. 6 is changed to step S61 of FIG. 8, and step S46 of FIG. 6 is changed to step S62 of FIG. , Step S48 of FIG. 6 is changed to step S63 of FIG. In step S61, the control unit 52 controls the assist motor 42 so that the regeneration rate decreases, and the process proceeds to step S47. The control unit 52 controls the assist motor 42 so as to increase the regeneration rate in step S62, and proceeds to step S47. In step S63, the control unit 52 sets the regeneration rate to a predetermined value and ends the process.

In the first embodiment, when the shift variable X of the transmission 46 is included in one of the first range D1 and the second range D2, the control unit 52 sets at least one of the regeneration amount and the regeneration rate to the shift variable. The assist motor 42 may be controlled differently from the case where X is included in the predetermined range DA.

The control unit 52 controls the output upper limit value of the assist motor 42 according to the difference between the shift variable X of the transmission 46 included in the predetermined range DA and the shift variable X of the transmission 46 included in the outside of the predetermined range DA. At least one of L, the output M of the assist motor 42, and the output ratio A of the assist motor 42 with respect to the human-powered driving force H may be controlled. The transmission 46 changes the rotation ratio R defined by the quotient obtained by dividing the rotation speed of the wheel 12 by the rotation speed of the crank 14. The transmission 46 is configured similarly to the transmission 46 of the first embodiment. The shift variable X of the transmission 46 included in the predetermined range DA is preferably the shift variable X corresponding to the shift command value stored in the storage unit 54. The control unit 52 controls the assist motor according to the difference between the shift variable X corresponding to the shift command value stored in the storage unit 54 and the shift variable X detected by the first detection unit 62 or the second detection unit 64. It is preferable to control at least one of the output upper limit value L of 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 with respect to the human power H. For example, when the operating position P of the transmission 46 is included in the first range DP1, the control unit 52 controls the operating position P of the transmission 46 detected by the first detection unit 62 and the shift stored in the storage unit 54. The larger the difference between the command value and the corresponding operating position P, the larger the increase amount of at least one of the output upper limit value L, the output M, and the output ratio A. For example, when the operating position P of the transmission 46 is included in the second range DP2, the control unit 52 controls the operating position P of the transmission 46 detected by the first detection unit 62 and the shift stored in the storage unit 54. The larger the difference between the command value and the corresponding operation position P, the larger the decrease amount of at least one of the output upper limit value L, the output M, and the output ratio A. For example, the control unit 52, when the rotation ratio R is included in the first range DR1, the rotation ratio R detected by the second detection unit 64 and the rotation ratio R corresponding to the shift command value stored in the storage unit 54. The greater the difference from the above, the greater the increase amount of at least one of the output upper limit value L, the output M, and the output ratio A. For example, when the rotation ratio R is included in the second range DR2, the control unit 52 detects the rotation ratio R detected by the second detection unit 64 and the rotation ratio R corresponding to the shift command value stored in the storage unit 54. The larger the difference from the above, the larger the decrease amount of at least one of the output upper limit L, the output M, and the output ratio A. The control unit 52 increases the output upper limit value L of the assist motor 42 and the output M of the assist motor 42 as the difference between the shift variable X included in the predetermined range DA and the shift variable X included outside the predetermined range DA increases. Further, at least one of the output ratios A of the assist motor 42 with respect to the human-powered driving force H may be linearly increased, stepwise increased, or exponentially increased.

The control unit 52 may control the assist motor 42 according to the gear ratio S instead of the operating position P. In this case, the control device 50 preferably includes a third detection unit for detecting the gear ratio S. The third detection unit detects, for example, the rotation speed of the rotating body upstream of the transmission 46 and the rotation speed of the rotating body downstream of the transmission 46. The control unit 52 calculates the gear ratio S by dividing the rotational speed of the rotary body downstream of the transmission 46 by the rotational speed of the rotary body upstream of the transmission 46. When the human-powered vehicle 10 includes a plurality of transmissions 46, the control unit 52 may control the assist motor 42 according to the gear ratio S of each transmission 46, and the gear ratio S of the plurality of transmissions 46 may be changed. The assist motor 42 may be controlled according to the multiplied rotation ratio R.

The transmission 46 may have no actuator and may be connected to the gear shift operation device by a mechanical cable. In this case, it is preferable that the control unit 52 store the shift variable X corresponding to the detected operation of the shift operating device in the storage unit 54. In this case, the predetermined range DA is a range including the shift variable X stored in the storage unit 54.

DESCRIPTION OF SYMBOLS 10... Human-powered vehicle, 12... Wheels, 14... Crank, 42... Assist motor, 46... Transmission, 50... Control device for human-powered vehicle, 52... Control part.

Claims (17)

A control device for a manually driven vehicle,
The output of an assist motor that assists the propulsion of a human-powered vehicle equipped with a transmission that changes the rotation ratio defined by the quotient of the number of wheel rotations divided by the number of crank rotations is converted into the human-power drive force input to the crank. Including a control unit that controls according to
The control unit is configured such that, while the human-powered vehicle is traveling, the speed change variable of the transmission is in a first range outside a predetermined range, and the speed change variable of the transmission is in the first range. When the rotation ratio is larger than the rotation ratio in the state in which the shift variable is included in the predetermined range, the output upper limit value of the assist motor, the output of the assist motor, and the assist motor with respect to the human-powered driving force. A controller that controls the assist motor so that at least one of the output ratios increases. The shift variable relates to an operating position of the transmission, and the rotation ratio when the operating position is in the first range is larger than the rotation ratio when the operating position is in the predetermined range, The control device according to claim 1. When the shift variable of the transmission is different from the first range and is in a second range that is not included in the predetermined range, the control unit sets the output upper limit value of the assist motor and the assist motor to the second range. The control device according to claim 1, wherein the assist motor is controlled so that at least one of the output and the output ratio of the assist motor with respect to the human-powered driving force is reduced. The shift variable relates to an operating position of the transmission,
The control device according to claim 3, wherein the rotation ratio when the operation position is in the second range is smaller than the rotation ratio when the operation position is in the predetermined range. The control device according to claim 1, wherein the shift variable relates to the rotation ratio. The shift variable relates to the rotation ratio,
The control device according to claim 3, wherein the rotation ratio included in the second range is smaller than the rotation ratio included in the predetermined range. When the shift variable of the transmission is in the predetermined range from one of the first range and the second range, the control unit controls the output upper limit value of the assist motor, the output of the assist motor, and The control device according to claim 3, wherein at least one of the output ratios of the assist motor with respect to the human-powered driving force is set to a predetermined value. When the shift variable of the transmission is included in one of the first range and the second range, the control unit includes at least one of a regeneration amount and a regeneration rate, and the shift variable is included in the predetermined range. The control device according to claim 3, wherein the assist motor is controlled so as to be different from the case. A control device for a manually driven vehicle,
An assist motor for assisting propulsion of a human-powered vehicle equipped with a transmission that changes a rotation ratio defined by a quotient obtained by dividing the number of rotations of a wheel by the number of rotations of a crank is provided according to the human-powered driving force input to the crank. Including a control unit for controlling,
The control unit differs between a regeneration state of the assist motor when the transmission variable of the transmission is not included in a predetermined range and a regeneration state of the assist motor when the transmission variable is included in the predetermined range. Control device for controlling the assist motor as described above. The control device according to claim 9, wherein the regeneration state includes at least one of a regeneration amount of the assist motor and a regeneration rate of the assist motor. When the shift variable of the transmission is not included in the predetermined range while the shift variable of the assist motor is included in the predetermined range while the shift variable of the transmission is not included in the predetermined range while the manpowered vehicle is traveling. 11. The control device according to claim 10, wherein the assist motor is controlled to be larger than the regeneration amount of the assist motor. When the shift variable of the transmission is not included in the predetermined range, the regeneration rate of the assist motor when the shift variable is included in the predetermined range while the human-driven vehicle is traveling. 11. The control device according to claim 10, wherein the assist motor is controlled so as to be higher than the regeneration rate of the assist motor. The controller controls the regeneration amount of the assist motor when the shift variable of the transmission is not included in the predetermined range while the human-powered vehicle is traveling, and the shift variable is included in the predetermined range. The control device according to claim 10, wherein the assist motor is controlled so as to be smaller than the regeneration amount of the assist motor in the case. The controller controls the regeneration rate of the assist motor when the shift variable of the transmission is not within the predetermined range while the human-powered vehicle is traveling, and the shift variable is within the predetermined range. The control device according to claim 10, wherein the assist motor is controlled so as to be smaller than the regeneration rate of the assist motor in the case. The control unit is
When the shift variable of the transmission is included in a first range outside the predetermined range while the manpowered vehicle is running, the regeneration amount of the assist motor is within the predetermined range. Controlling the assist motor to be smaller than the regeneration amount of the assist motor of
The regeneration amount of the assist motor when the shift variable of the transmission is within a second range outside the predetermined range is greater than the regeneration amount of the assist motor when the shift variable is within the predetermined range. The control device according to claim 10, wherein the assist motor is controlled so as to become larger. The control unit is
When the shift variable of the transmission is included in the first range outside the predetermined range while the human-powered vehicle is traveling, the regeneration rate of the assist motor is in the case where the shift variable is included in the predetermined range. Controlling the assist motor to be smaller than the regeneration rate of the assist motor,
The regeneration rate of the assist motor when the shift variable of the transmission is within the second range outside the predetermined range is higher than the regeneration rate of the assist motor when the shift variable is within the predetermined range. The control device according to claim 10, which controls the assist motor so as to be large. A control device for a manually driven vehicle,
The output of an assist motor that assists the propulsion of a human-powered vehicle equipped with a transmission that changes the rotation ratio defined by the quotient of the number of wheel rotations divided by the number of crank rotations is converted into the human-power drive force input to the crank. Including a control unit that controls according to
The control unit is responsive to a difference between a shift variable of the transmission included in a predetermined range and the shift variable of the transmission included outside the predetermined range, the output upper limit value of the assist motor, the assist A controller that controls at least one of an output of a motor and an output ratio of the assist motor with respect to the human-powered driving force.