JP2020168951A - Control device for human-powered drive vehicle and drive unit for human-powered drive vehicle - Google Patents

Abstract

To provide a control device for human-powered drive vehicle and a drive unit for human-powered drive vehicle which can appropriately control an actuator depending on a load direction of human-powered drive force.SOLUTION: A control device for human-powered drive vehicle includes a control unit configured to control an actuator attached to a human-powered drive vehicle including an input portion into which human-powered drive force is input. The input portion can rotate around a center axis of a crank shaft attached to the human-powered drive vehicle. The control unit controls the actuator depending on a load direction of the human-powered drive force input into the input portion.SELECTED DRAWING: Figure 1

Description

The present invention relates to a control device for a human-powered vehicle and a drive unit for a human-powered vehicle.

For example, the control device for a human-powered vehicle disclosed in Patent Document 1 calculates a pedaling force, which is a force for a driver to step on a pedal in a vertical direction, and performs assist control according to the calculated pedaling force.

Japanese Unexamined Patent Publication No. 2012-214151

An object of the present invention is to provide a control device for a human-powered vehicle and a drive unit for a human-powered vehicle capable of suitably controlling an actuator according to a load direction of a human-powered driving force.

The control device for a human-powered vehicle according to the first aspect of the present invention includes a control unit that controls an actuator attached to the human-powered vehicle including an input unit to which the human-powered driving force is input, and the input unit is the human-powered vehicle. It is rotatable around the central axis of the crankshaft attached to the control unit, and the control unit controls the actuator according to the load direction of the human-powered driving force input to the input unit.
According to the control device for a human-powered vehicle on the first side surface, the control unit can suitably control the actuator according to the load direction of the human-powered driving force.

In the control device for a human-powered vehicle on the second side surface according to the first side surface, the load direction is at least a first load value in the tangential direction with respect to the rotation trajectory circle of the input portion and a second load value in the normal direction. It is decided based on.
According to the control device for a human-powered vehicle on the second side surface, the load direction of the human-powered driving force can be accurately determined.

In the control device for a human-powered vehicle on the third side surface according to the first or second side surface, the rotation position of the input unit includes the first rotation position, and the control unit is the first rotation position in the first pedaling operation. When the load direction is the first load direction, the actuator is controlled in the first control state, and in the second pedaling operation after a predetermined time from the first pedaling operation, the load direction at the first rotation position is The actuator is controlled in the second control state when the second load direction is different from the first load direction.
According to the control device for a human-powered vehicle on the third side, the control unit controls the actuator according to the load direction of the human-powered driving force due to the pedaling operation of the rider, so that the usability of the rider can be improved.

In the control device for a human-powered vehicle on the fourth side according to the first to third surfaces, the actuator is a motor that applies propulsive force to the human-powered vehicle, and the control unit controls the output of the motor.
According to the control device for a human-powered vehicle on the fourth side, the usability of the rider can be improved.

In the control device for a human-powered vehicle on the fifth side according to the third side surface, the actuator is a motor that applies propulsive force to the human-powered vehicle, and the control unit determines the first fatigue degree according to the first load direction. The second fatigue degree is determined by the second load direction, and when the second fatigue degree is larger than the first fatigue degree, the motor drives the human-powered vehicle with respect to the human-powered driving force. Increase the ratio of propulsion.
According to the control device for a human-powered vehicle on the fifth side surface, the control unit controls the motor according to the degree of fatigue determined according to the load direction of the human-powered driving force, so that the usability of the rider can be improved.

In the control device for a human-powered vehicle on the sixth side according to the first to third sides, the actuator operates at least one of a front derailleur, a rear derailleur, an adjustable seatpost, and a suspension attached to the human-powered vehicle. The control unit is configured to be possible and controls the output of the actuator.
According to the control device for a human-powered vehicle on the sixth side surface, at least one of the front derailleur, the rear derailleur, the adjustable seatpost, and the suspension can be suitably controlled.

The drive unit for a human-powered vehicle according to the seventh aspect of the present invention includes the control device on the fourth or fifth side surface and the motor configured to apply propulsive force to the human-powered vehicle.
According to the drive unit on the seventh side surface, propulsive force can be suitably applied to the human-powered vehicle.

In the drive unit for a human-powered vehicle on the eighth side surface according to the seventh side surface, the output shaft of the motor is arranged parallel to the central axis of the crankshaft.
According to the drive unit for a human-powered vehicle on the eighth side surface, propulsive force can be suitably applied to the human-powered vehicle.

In the drive unit for a human-powered vehicle on the ninth side surface according to the seventh side surface, the output shaft of the motor is arranged so as to intersect the central axis of the crankshaft.
According to the drive unit for a human-powered vehicle on the ninth side surface, propulsive force can be suitably applied to the human-powered vehicle.

In the human-powered vehicle control device on the tenth side according to the second side surface, the load direction is further determined based on the third load value in the axial direction with respect to the central axis of the crankshaft.
According to the control device for a human-powered vehicle on the tenth side surface, the load direction of the human-powered driving force can be accurately determined.

The control device for a human-powered vehicle according to the eleventh aspect of the present invention includes a control unit that controls a component attached to the human-powered vehicle including an input unit into which the human-powered driving force is input. It is rotatable around the central axis of the crankshaft attached to the control unit, and the control unit determines the degree of fatigue according to the load direction of the human-powered driving force input to the input unit.
According to the control device for a human-powered vehicle on the eleventh side surface, the degree of fatigue of the rider can be determined by the load direction of the human-powered driving force. Therefore, for example, the control unit can control the components according to the degree of fatigue of the rider.

In the control device for a human-powered vehicle on the twelfth side surface according to the eleventh side surface, the component is a notification device, and the control unit outputs information on the degree of fatigue to the notification device.
According to the control device for the human-powered vehicle on the twelfth side surface, the rider can easily recognize the information regarding the degree of fatigue.

In the control device for a human-powered vehicle on the thirteenth side surface according to the eleventh side surface, the component is an actuator, and the control unit controls the actuator according to the degree of fatigue.
According to the control device for a human-powered vehicle on the thirteenth side surface, the usability of the rider can be improved.

According to the control device for a human-powered vehicle and the drive unit for a human-powered vehicle of the present invention, the actuator can be suitably controlled according to the load direction of the human-powered driving force.

A side view of a human-powered vehicle including the drive unit of the first embodiment. The block diagram which shows the electrical structure of the drive unit of 1st Embodiment. The graph which shows an example of the hip joint moment at the time of the 1st pedaling operation and the time of the 2nd pedaling operation. The graph which shows an example of the knee joint moment at the time of the 1st pedaling operation and the 2nd pedaling operation. The graph which shows an example of the ankle joint moment at the time of the 1st pedaling operation and the 2nd pedaling operation. An example of the load direction of the human-powered driving force on the rotating track during the first pedaling operation. An example of the load direction of the human-powered driving force on the rotating track during the second pedaling operation. The flowchart which shows an example of the procedure of the process executed by the control part of 1st Embodiment. The schematic diagram which shows an example of the arrangement of the motor in the drive unit of 1st Embodiment. The schematic diagram which shows an example of the motor arrangement in the drive unit of 1st Embodiment. The flowchart which shows an example of the procedure of the process executed by the control part of 2nd Embodiment. The block diagram which shows the electric structure of the human-powered vehicle control device of 3rd Embodiment. The block diagram which shows the electric structure of the human-powered vehicle control device of a modification.

<First Embodiment>
The drive unit 50 for a human-powered vehicle including the control device 60 for a human-powered vehicle according to the first embodiment will be described with reference to FIGS. 1 to 10. In the following, the control device 60 for a human-powered vehicle may be referred to as a control device 60, and the drive unit 50 for a human-powered vehicle may be referred to as a drive unit 50. The drive unit 50 is used in the human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force. The number of wheels of the human-powered vehicle 10 is not limited, and includes, for example, a one-wheeled vehicle and a vehicle having 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 recumbent bikes. Bicycles include electric bicycles (E-bikes) that are driven by an electric motor. Electric bicycles include electrically assisted bicycles 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.

As shown in FIG. 1, the human-powered vehicle 10 includes a crank 12, wheels 14, a vehicle body 16, and an input unit 22. The vehicle body 16 includes a frame 18 and a steering portion 20. The crank 12 includes a crankshaft 12A that is rotatable relative to the frame 18. The wheel 14 includes a front wheel 14A and a rear wheel 14B. The front wheels 14A are attached to the frame 18 via the steering portion 20. The rear wheel 14B is driven by the rotation of the crankshaft 12A. The wheels 14 are supported by the frame 18. The crank 12 and the rear wheel 14B are connected by a drive mechanism 24. The drive mechanism 24 includes a first rotating body 26 coupled to the crankshaft 12A. The crankshaft 12A 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 so that the first rotating body 26 is rotated forward when the crankshaft 12A is rotated forward, and the first rotating body 26 is not rotated backward when the crankshaft 12A is rotated 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 human-powered vehicle 10 may include a transmission used to change the speed change ratio of the rotation speed of the drive wheels to the rotation speed of the crankshaft 12A. The transmission includes, for example, a front derailleur 84 (see FIG. 2), a rear derailleur 86, and at least one of the internal derailleurs. The transmission may include the front derailleur 84 only, the rear derailleur 86 only, the internal derailleur only, or any combination of the front derailleur 84, the rear derailleur 86 and the internal derailleur. In this embodiment, at least one of the first rotating body 26 and the second rotating body 28 includes a plurality of sprockets. Only the first rotating body 26, only the second rotating body 28, or both the first rotating body 26 and the second rotating body 28 may include a plurality of sprockets. In the present embodiment, the first rotating body 26 includes one sprocket, and the second rotating body 28 includes a plurality of sprockets. The transmission includes a front derailleur 84 when the first rotating body 26 includes a plurality of front sprockets, and a rear derailleur 86 when the second rotating body 28 includes a plurality of rear sprockets. When the transmission includes an internal transmission, the internal transmission is provided, for example, in the hub of the rear wheel 14B.

The steering portion 20 includes a front fork 32 and a steering wheel portion 34. 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.

The input unit 22 includes a crank arm 22A provided at each axial end of the crank shaft 12A, and a pedal 22B connected to the crank arm 22A. The input unit 22 receives an input of a human-powered driving force from the rider. The input unit 22 is rotatable around the central axis of the crankshaft 12A attached to the human-powered vehicle 10. In one example, the rotation trajectory around the central axis of the crankshaft 12A formed by the input unit 22 is a circle.

The second rotating body 28 is connected to the rear wheel 14B. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. It is preferable that a second one-way clutch is provided between the second rotating body 28 and the rear wheel 14B. The second one-way clutch is configured so that the rear wheel 14B is rotated forward when the second rotating body 28 is rotated forward, and the rear wheel 14B is not rotated backward when the second rotating body 28 is rotated backward. .. In the human-powered vehicle 10 shown, the rear wheels 14B are drive wheels.

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. The battery 40 supplies power to other electrically connected electrical components, such as the control device 60. In one example, the battery 40 includes a rechargeable secondary battery. The battery 40 is connected to the control device 60 so as to be able to communicate by wire or wirelessly. The battery 40 can communicate with the control device 60, for example, by power line communication (PLC). The battery 40 may be mounted outside the frame 18, or at least partly housed inside the frame 18.

The human-powered vehicle 10 may include an adjustable seatpost 88. The adjustable seat post 88 operates to change the height of the seat 42. In one example, the height of the seat 42 relative to the seat tube 16A is changed as the adjustable seat post 88 is driven.

The human-powered vehicle 10 may include a suspension 90. The suspension 90 includes a front suspension that cushions the impact of the front wheels 14A from the road surface and a rear suspension that cushions the impact of the rear wheels 14B from the road surface. The suspension 90 is configured so that the damping factor, the stroke amount, and the lockout state can be changed as operating parameters.

The human-powered vehicle 10 may include a notification device 92. The notification device 92 generates vibration, light, sound, and the like. The notification device 92 includes, for example, at least one of a cycle computer, eyewear, a smartphone, a smart watch, a lamp, and a speaker.

The configuration of the drive unit 50 will be described with reference to FIG.
The drive unit 50 includes an actuator 52. The actuator 52 is provided in the housing 50A of the drive unit 50. In one example, the actuator 52 is a motor 54 that applies propulsive force to a human-powered vehicle. The drive unit 50 includes a control device 60 and a motor 54 configured to apply propulsive force to the human-powered vehicle 10. A configuration other than the motor 54 may be provided in the housing 50A, and at least a deceleration mechanism that decelerates and outputs the rotation of the motor 54 and a speed-increasing mechanism that accelerates and outputs the rotation of the motor 54. One may be included.

The control device 60 includes a control unit 62. The control unit 62 controls the actuator 52 attached to the human-powered vehicle 10 including the input unit 22 into which the human-powered driving force is input. The control unit 62 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 62 may include one or more microcomputers. The control unit 62 may include a plurality of arithmetic processing units that are arranged at a plurality of locations apart from each other. The control device 60 further includes a storage unit 64. The storage unit 64 stores various control programs and information used for various control processes. The storage unit 64 includes, for example, a non-volatile memory and a volatile memory.

The human-powered vehicle 10 further includes a detection device 66 that detects information about the human-powered vehicle. The detection device 66 includes a first detection unit 68 that detects a human-powered driving force input to the input unit 22, and a second detection unit 70. The first detection unit 68 and the second detection unit 70 are provided in the input unit 22. The detection device 66 and the control unit 62 are configured to be communicable by power line communication.

The detection device 66 detects the human-powered driving force input to the input unit 22 by the rider as a load value. The load value includes at least one of a first load value in the tangential direction of the input unit 22 on the rotation track and a second load value in the normal direction of the input unit 22 on the rotation track. The detection device 66 includes, for example, a strain sensor, an optical sensor, or a magnetostriction sensor. The strain sensor includes a strain gauge. The load values detected by the first detection unit 68 and the second detection unit 70 are the first load value in the tangential direction on the rotation orbit of the input unit 22 and the normal direction on the rotation orbit of the input unit 22. Includes both second load values.

The detection device 66 is a speed detection unit that detects at least one of the vehicle speed and acceleration of the human-powered vehicle 10, or at least one of the rotation positions of the crankshaft 12A and the rotation position of the crank arm 22A with respect to the frame 18. It may be provided with the crank rotation detection part which detects. The speed detection unit includes, for example, a magnetic lead or a Hall element constituting a reed switch. The speed detection unit may be provided on the chain stay of the frame 18 to detect a magnet attached to the rear wheel 14B, or may be provided on the front fork 32 and detect a magnet attached to the front wheel 14A. The crank rotation detector includes, for example, a reed switch or a Hall element. The crank rotation detection unit detects a magnet provided on the frame 18 of the human-powered vehicle 10. In another example, the first detection unit 68 and the second detection unit 70 may be used as the crank rotation detection unit. In this case, the control unit 62 calculates the rotation positions of the crankshaft 12A and the crank arm 22A based on the load values detected by at least one of the first detection unit 68 and the second detection unit 70. The detection device 66 may further include a third detection unit 72. The third detection unit 72 detects the human-powered driving force input to the input unit 22 by the rider as a load value. The load value includes at least a third load value in the axial direction of the crankshaft 12A. The third detection unit 72 includes, for example, a strain sensor or a magnetostriction sensor. The strain sensor includes a strain gauge. The first detection unit 68, the second detection unit 70, and the third detection unit 72 may be configured in a housing including at least two, or may be configured in individual housings.

The human-powered vehicle 10 further includes a tilt sensor 74 that detects the tilt angle of the vehicle body 16. The tilt sensor 74 includes, for example, a gyro sensor. The gyro sensor preferably includes a 3-axis gyro sensor. The gyro sensor is preferably configured to be capable of detecting the yaw angle of the vehicle body 16, the roll angle of the vehicle body 16, and the pitch angle of the vehicle body 16. The three axes of the gyro sensor are preferably manually driven along the front-rear direction, the left-right direction, and the up-down direction of the human-powered vehicle 10 in a state where the front wheels 14A and the rear wheels 14B are grounded and upright on a horizontal plane. It is provided in the car 10. The gyro sensor may include a 1-axis gyro sensor or a 2-axis gyro sensor.

The control unit 62 controls the actuator 52 according to the load direction of the human-powered driving force input to the input unit 22. The load direction is determined at least based on the first load value in the tangential direction and the second load value in the normal direction with respect to the rotation trajectory circle of the input unit 22. In one example, the control unit 62 determines the load direction based on the load value detected by the detection device 66, and performs control based on the determined load direction. In another example, the control unit 62 acquires the load direction calculated by the detection device 66, and performs control based on the acquired load direction. In this case, the detection device 66 includes an arithmetic processing unit.

With reference to FIGS. 3 to 7, the load directions to the input unit 22 during the first pedaling operation and the second pedaling operation will be described. An example of the first pedaling operation is a pedaling operation before a predetermined time elapses after the rider starts inputting the human-powered driving force to the input unit 22. An example of the second pedaling operation is a pedaling operation after a predetermined time has elapsed after the rider starts inputting the human-powered driving force to the input unit 22.

The solid line in FIG. 3 shows an example of the hip joint moment during the first pedaling operation. The broken line in FIG. 3 shows an example of the hip joint moment during the second pedaling operation. A larger value on the vertical axis indicates that the hip joint is extended, and a smaller value indicates that the hip joint is flexed. The horizontal axis indicates the position of the input unit 22 on the rotation trajectory circle, and corresponds to the rotation angle of the crankshaft 12A. Comparing the first pedaling operation and the second pedaling operation, the hip joint moment becomes larger during the second pedaling operation. At the time of the second pedaling operation, the human-powered driving force input by the rider to the input unit 22 is a force derived from the hip joint.

The solid line in FIG. 4 shows an example of the knee joint moment during the first pedaling operation. The broken line in FIG. 4 shows an example of the knee joint moment during the second pedaling operation. A larger value on the vertical axis indicates that the knee joint is extended, and a smaller value indicates that the knee joint is flexed. The horizontal axis indicates the position of the input unit 22 on the rotation trajectory circle, and corresponds to the rotation angle of the crankshaft 12A. Comparing the first pedaling operation and the second pedaling operation, the knee joint moment becomes smaller during the second pedaling operation. At the time of the second pedaling operation, the human-powered driving force input by the rider to the input unit 22 becomes smaller from the knee joint.

The solid line in FIG. 5 shows an example of the ankle joint moment during the first pedaling operation. The broken line in FIG. 5 shows an example of the ankle joint moment during the second pedaling operation. Larger values on the vertical axis indicate that the ankle joint is extended, and smaller values indicate that the ankle joint is flexed. The horizontal axis indicates the position of the input unit 22 on the rotation trajectory circle, and corresponds to the rotation angle of the crankshaft 12A. Comparing the first pedaling operation and the second pedaling operation, the ankle joint moment becomes larger during the second pedaling operation. At the time of the second pedaling operation, the human-powered driving force input by the rider to the input unit 22 is a force derived from the ankle joint.

FIG. 6 shows an example of the load direction of the human-powered driving force on the circular orbit during the first pedaling operation. FIG. 7 shows an example of the load direction of the human-powered driving force on the circular orbit during the second pedaling operation. Each arrow indicates a load direction determined by a first load value in the tangential direction and a second load value in the normal direction with respect to the rotation trajectory circle of the input unit 22. The length of each arrow indicates the magnitude of the human-powered driving force in the direction of the arrow. The broken line indicates the magnitude of the human-powered driving force of a predetermined unit. The rotation orbit circle includes the rotation position. The rotation position is an arbitrary point on the rotation orbit circle. The rotation position of the input unit 22 includes the first rotation position. Hereinafter, the angle at which the straight line connecting the top dead point on the rotation orbit circle and the center CP of the rotation orbit circle and the straight line connecting the rotation position of the input unit 22 and the center CP of the rotation orbit circle intersect is input. It may be referred to as the angle of the portion 22 or the angle of the crank shaft 12A.

As an example, the position where the angle of the crankshaft 12A is 90 degrees is set as the first rotation position, and the first pedaling operation and the second pedaling operation are compared. During the second pedaling motion, the force derived from the knee joint moment decreases, and the force derived from the hip joint moment and the ankle joint moment increases, so that the load direction changes from the anterior direction to the downward or posterior direction with respect to the circular orbit. It tends to change in the direction, and in both of them. The forward direction with respect to the rotary track circle is the direction in the normal direction of the rotary track circle at a position where the angle of the crankshaft 12A is 90 degrees, and is a direction away from the center CP of the rotary track circle. The forward direction coincides with the direction in which the human-powered vehicle 10 moves forward. The rearward direction with respect to the circular orbit circle is the direction of the normal of the circular orbit circle at a position where the angle of the crankshaft 12A is 90 degrees, and is a direction approaching the center CP of the circular orbit circle. The rear part coincides with the direction in which the human-powered vehicle 10 moves backward. The downward direction with respect to the circular orbit circle is the direction of the tangential line of the circular orbit circle at a position where the angle of the crankshaft 12A is 90 degrees, and is the vertical direction.

By changing the ratio of the magnitude of each joint moment of the rider to the human-powered driving force between the first pedaling operation and the second pedaling operation, the load direction at the first rotation position changes. During the first pedaling operation, the ratio of the human-powered driving force derived from the knee joint moment is large, and the ratio of the human-powered driving force derived from the hip joint moment and the ankle joint moment is small. An example of a muscle that generates human-powered driving force derived from the knee joint moment is the quadriceps femoris. The human-powered driving force generated by the quadriceps femoris has a large proportion of the human-powered driving force in the forward direction and the downward direction. During the second pedaling motion, the ratio of the human-powered driving force derived from the knee joint moment is small, and the ratio of the human-powered driving force derived from the hip joint moment and the ankle joint moment is large. An example of a muscle that generates human-powered driving force derived from the hip joint moment is the gluteus maximus. An example of a muscle that generates a human-powered driving force derived from an ankle joint moment is the triceps surae muscle. The human-powered driving force generated by the gluteus maximus muscle and the triceps surae muscle has a large proportion of the human-powered driving force in the downward and posterior directions. Furthermore, by using the gluteus maximus muscle and the triceps surae muscle in conjunction with each other, the rider can input the human-powered driving force to the input unit 22 in a state where the angle of the ankle joint has changed from the time of the first pedaling operation. , The proportion of downward human driving force increases.

The load direction includes a first load direction and a second load direction. In the first load direction, the load in the front direction is larger than that in the second load direction at the first rotation position, or the load in the rear direction is smaller than that in the second load direction.

The storage unit 64 stores a table showing the relationship between the load value and the load direction at the first rotation position. The table may be composed of data obtained in advance by experiments or the like, or may be updated every time a human-powered driving force is input to the input unit 22. The control unit 62 determines the load direction at the first rotation position by referring to the load value detected by the detection device 66 and the table stored in the storage unit 64. The control unit 62 stores the load direction during the first pedaling operation in the storage unit 64 as the first storage information. The predetermined time for acquiring the first stored information is arbitrarily set. In the first example, it is a predetermined time after the rider starts inputting the human-powered driving force to the input unit 22 of the human-powered vehicle 10. In the second example, it is a predetermined time after the rider operates the operation unit provided in the human-powered vehicle 10. The first stored information may be data obtained in advance by an experiment or the like.

In the first pedaling operation, the control unit 62 controls the actuator 52 in the first control state when the load direction of the first rotation position is the first load direction, and the second pedaling after a predetermined time from the first pedaling operation. In the operation, the actuator 52 is controlled in the second control state when the load direction of the first rotation position is a second load direction different from the first load direction. The control unit 62 determines whether or not it is in the second load direction by comparing the first storage information and the second storage information. In one example, the first control state and the second control state differ in whether or not the actuator 52 is moving. The control unit 62 does not operate the actuator 52 in the first control state. The control unit 62 operates the actuator 52 in the second control state. In another example, the magnitude of the output of the actuator 52 is different between the first control state and the second control state. The control unit 62 controls the actuator 52 so as to output the first output in the first control state. The control unit 62 controls the actuator 52 so as to output a second output different from the first output in the second control state. In the first example, the first output is larger than the second output. In the second example, the first output is smaller than the second output. The actuator 52 is a motor 54 that applies propulsive force to the human-powered vehicle 10. The control unit 62 controls the output of the motor 54. The control unit 62 controls at least one of the torque output of the motor 54 and the amount of rotation.

The control unit 62 determines the first rotation position on the rotation track circle according to the inclination angle of the vehicle body 16 detected by the inclination sensor 74. In one example, the control unit 62 adds the vehicle body 16 of the human-powered vehicle 10 to be parallel to the first virtual plane in the vertical direction, and the second virtual plane perpendicular to the first virtual plane and parallel to the horizon. On the other hand, it is located at the top dead point of the crankshaft 12A when the wheel shaft virtual line connecting the rotation axis of the front wheel 14A of the human-powered vehicle and the rotation axis of the rear wheel 14B is arranged so as to be parallel to each other. The rotation position may be set to 0 degrees, and the position where the crank is rotated 90 degrees in the forward direction of the human-powered vehicle 10 may be determined as the first rotation position. The control unit 62 changes the first rotation position by a predetermined angle according to the relationship between the wheel axis virtual line and the second virtual surface. When the wheel axis virtual line is tilted forward with respect to the second virtual surface, the control unit 62 changes the first rotation position from 90 degrees to a predetermined angle in a direction in which the angle increases. When the wheel axis virtual line is tilted backward with respect to the second virtual surface, the control unit 62 changes the first rotation position from 90 degrees to a predetermined angle in a direction in which the angle becomes smaller. In one example, the control unit 62 changes a predetermined angle according to a change in the pitch angle of the vehicle body 16 of the human-powered vehicle 10 detected by the inclination sensor 74. The control unit 62 may be configured to change the first rotation position by 5 degrees when the acute angle between the wheel axis virtual line and the second virtual surface is 5 to 10 degrees.

An example of the control executed by the control unit 62 of the first embodiment will be described with reference to FIG.
In one example, the control unit 62 executes the process of step S11 by supplying power from the battery 40. The control unit 62 executes the control of steps S11 to S20 shown in FIG. 8 at predetermined time intervals until the power supply from the battery 40 is stopped.

In step S11, the control unit 62 determines whether or not the human-powered vehicle 10 is tilted. When it is determined that the human-powered vehicle 10 is tilted, the control unit 62 executes the process of step S12. When it is determined that the human-powered vehicle is not tilted, the control unit 62 executes the process of step S13.

The control unit 62 corrects the first rotation position in step S12. After the end of step S12, the control unit 62 executes the process of step S13.

The control unit 62 determines the first rotation position in step S13. After the end of step S13, the control unit 62 executes the process of step S14.

In step S14, the control unit 62 executes the calculation of the load direction at the first rotation position. After the end of step S14, the control unit 62 executes the process of step S15.

In step S15, the control unit 62 determines whether or not it is the first pedaling operation. In one example, the control unit 62 determines whether or not the pedaling operation is the first pedaling operation based on whether or not a predetermined time has elapsed since the pedaling operation was started. In one example, the control unit 62 determines that the first storage information is not stored in the storage unit 64 as the first pedaling operation, and determines that the first storage information is stored as the second pedaling operation. To do. When it is determined that the first pedaling operation is performed, the control unit 62 executes the process of step S16. If it is determined that it is not the first pedaling operation, the control unit 62 determines that it is the second pedaling operation and executes the process of step S18.

In step S16, the control unit 62 stores the load direction at the first rotation position in the storage unit 64 as the first storage information. The load direction includes the first load direction. After the end of step S16, the control unit 62 executes the process of step S17.

In step S17, the control unit 62 controls the actuator 52 in the first control state. After the end of step S17, the control unit 62 ends the process.

In step S18, the control unit 62 stores the load direction at the first rotation position in the storage unit 64 as the second storage information. The load direction includes the second load direction. After the end of step S18, the control unit 62 executes the process of step S19.

In step S19, the control unit 62 determines whether or not the first storage information and the second storage information match. The control unit 62 determines that they do not match when the first load direction included in the first storage information and the second load direction included in the second storage information are different by a predetermined threshold value or more. When it is determined that the first stored information and the second stored information match, the control unit 62 executes the process of step S17. When it is determined that the first stored information and the second stored information do not match, the control unit 62 executes the process of step S20.

In step S20, the control unit 62 controls the actuator 52 in the second control state. After the end of step S20, the control unit ends the process.

9 and 10 show an example of the arrangement of the motor 54 in the drive unit 50. The motor 54 is provided inside the housing 50A of the drive unit 50. The motor 54 includes a stator 54A and an output shaft 54B. The output shaft 54B is a rotor of the motor 54. The output shaft 54B of the motor 54 shown in FIG. 9 is arranged parallel to the central axis CL of the crankshaft 12A. The output shaft 54B of the motor 54 shown in FIG. 10 is arranged so as to intersect the central axis CL of the crankshaft 12A. The drive unit 50 further includes, for example, a planetary gear mechanism 56. The motor 54 applies a propulsive force to the first rotating body 26 via the planetary gear mechanism 56.

<Second Embodiment>
The drive unit 50 of the second embodiment will be described with reference to FIGS. 1, 6, 7, and 11. The drive unit 50 of the second embodiment is different from the drive unit 50 of the first embodiment in that the degree of fatigue of the rider is determined based on the load direction of the human-powered driving force. The configurations common to the first embodiment are designated by the same reference numerals as those of the first embodiment, and duplicate description will be omitted.

The storage unit 64 stores a table that associates the load direction with the degree of fatigue. The load direction and the degree of fatigue are associated with each other by the relationship shown in FIGS. 6 and 7. The table that associates the load direction with the degree of fatigue is arbitrarily set. In the first example, a table corresponding to the load direction at the first rotation position and the degree of fatigue is set. In the second example, a table for associating the difference between the reference load direction and the load direction input to the input unit 22 and the degree of fatigue is set. The reference load direction may be set in advance by an experiment or the like, or the load direction during the first pedaling operation may be set as the reference load direction.

The control unit 62 determines the first fatigue degree according to the first load direction, and determines the second fatigue degree according to the second load direction. The control unit 62 determines the degree of fatigue by referring to the first load direction input to the input unit 22 and the second load direction and the table stored in the storage unit 64. The relationship between the first load direction and the first fatigue degree may be predetermined. In this case, the control unit 62 determines the degree of fatigue by referring only to the second load direction to the table stored in the storage unit 64. The control unit 62 controls the actuator 52 in the first control state when it is determined that the fatigue degree of the rider is the first fatigue degree. The control unit 62 controls the actuator 52 in the second control state when it is determined that the second fatigue degree of the rider is larger than the first fatigue degree. In one example, the control unit 62 increases the ratio of the propulsive force applied to the human-powered vehicle 10 by the motor 54 to the human-powered driving force when the second fatigue level is larger than the first fatigue level. The control unit 62 may control the motor 54 so as to change the propulsive force applied to the human-powered vehicle 10 when the second fatigue degree is larger than the first fatigue degree. In the first example, the control unit 62 controls the motor 54 so as to increase the propulsive force applied to the human-powered vehicle 10. In the second example, the control unit 62 controls the motor 54 so as to reduce the propulsive force applied to the human-powered vehicle 10.

An example of the control executed by the control unit 62 will be described with reference to FIG.
In one example, the control unit 62 executes the process of step S21 by supplying power from the battery 40. The control unit 62 executes the control of steps S21 to S30 shown in FIG. 11 at predetermined time intervals until the power supply from the battery 40 is stopped.

In step S21, the control unit 62 determines whether or not the human-powered vehicle 10 is tilted. When it is determined that the human-powered vehicle 10 is tilted, the control unit 62 executes the process of step S22. When it is determined that the human-powered vehicle is not tilted, the control unit 62 executes the process of step S23.

The control unit 62 corrects the first rotation position in step S22. After the end of step S22, the control unit 62 executes the process of step S23.

The control unit 62 determines the first rotation position in step S23. After the end of step S23, the control unit 62 executes the process of step S24.

In step S24, the control unit 62 executes the calculation of the load direction at the first rotation position. After the end of step S24, the control unit 62 executes the process of step S25.

In step S25, the control unit 62 determines whether or not it is the first pedaling operation. In one example, the control unit 62 determines whether or not the pedaling operation is the first pedaling operation based on whether or not a predetermined time has elapsed since the pedaling operation was started. In one example, the control unit 62 determines that the first pedaling operation is performed when the first fatigue level is not stored in the storage unit 64, and determines that the second pedaling operation is performed when the first fatigue level is stored. To do. When it is determined that the first pedaling operation is performed, the control unit 62 executes the process of step S26. If it is determined that it is not the first pedaling operation, the control unit 62 determines that it is the second pedaling operation and executes the process of step S28.

In step S26, the control unit 62 stores the fatigue degree determined from the load direction in the storage unit 64 as the first storage information. The fatigue level includes the first fatigue level. After the end of step S26, the control unit 62 executes the process of step S27.

The control unit 62 controls the actuator 52 in the first control state in step S27. After the end of step S27, the control unit 62 ends the process.

In step S28, the control unit 62 stores the fatigue degree determined from the load direction in the storage unit 64 as the second storage information. The degree of fatigue includes the second degree of fatigue. After the end of step S28, the control unit 62 executes the process of step S29.

In step S29, the control unit 62 determines whether or not the first storage information and the second storage information match. When the first fatigue degree included in the first storage information and the second fatigue degree included in the second storage information differ by a predetermined threshold value or more, the control unit 62 determines that they do not match. When it is determined that the first stored information and the second stored information match, the control unit 62 executes the process of step S27. When it is determined that the first stored information and the second stored information do not match, the control unit 62 executes the process of step S30.

The control unit 62 controls the actuator 52 in the second control state in step S30. After the end of step S30, the control unit 62 ends the process.

<Third Embodiment>
The control device 60 of the third embodiment will be described with reference to FIGS. 1 and 12. Compared with the control device 60 of the first embodiment or the second embodiment, the control device 60 of the third embodiment has a method of determining the load direction of the detection device 66 and a human-powered vehicle 10 to be controlled. Component 80 is different. The configurations common to the first embodiment or the second embodiment are designated by the same reference numerals as those of the first embodiment or the second embodiment, and redundant description will be omitted.

The control device 60 shown in FIG. 11 includes a control unit 62 that controls a component 80 attached to the human-powered vehicle 10 including an input unit 22 into which a human-powered driving force is input. The control unit 62 determines the degree of fatigue according to the load direction of the human-powered driving force input to the input unit 22. In one example, the component 80 is an actuator 82. The control unit 62 controls the actuator 82 according to the degree of fatigue. The detection device 66 further includes a third detection unit 72. The load direction is further determined based on a third load value in the axial direction with respect to the central axis of the crankshaft 12A. The control unit 62 is configured to be able to communicate with the component 80 by power line communication.

The control unit 62 controls the output of the actuator 82. The actuator 82 is configured to be capable of operating at least one of a front derailleur 84, a rear derailleur 86, an adjustable seatpost 88, and a suspension 90 attached to the human-powered vehicle 10.

The control unit 62 changes the gear ratio by operating the actuator 82 provided on the front derailleur 84. The gear ratio is the ratio of the number of front sprockets to the rear sprockets. In the second control state, the control unit 62 operates the actuator 82 provided on the front derailleur 84 so that the difference in the number of the front sprocket and the rear sprocket connected by the connecting member 30 becomes small. The gear ratio becomes smaller because the difference in the number of front sprocket and the rear sprocket connected by the connecting member 30 becomes smaller. In the first example, the control unit 62 controls the actuator 82 so that the gear ratio becomes smaller when the load direction is the second load direction different from the first load direction. In the second example, the control unit 62 controls the actuator 82 so that the gear ratio becomes smaller when the second fatigue degree is larger than the first fatigue degree.

The control unit 62 changes the gear ratio by operating the actuator 82 provided on the rear derailleur 86. In the first example, the control unit 62 controls the actuator 82 so that the gear ratio becomes smaller when the load direction is the second load direction different from the first load direction. In the second example, the control unit 62 controls the actuator 82 so that the gear ratio becomes smaller when the second fatigue degree is larger than the first fatigue degree.

The control unit 62 changes the height of the seat 42 with respect to the seat tube 16A by operating the actuator 82 provided on the adjustable seat post 88. In the second control state, the control unit 62 operates the actuator 82 so that the height of the seat 42 with respect to the seat tube 16A is high. In the first example, the control unit 62 controls the actuator 82 so that the height of the seat 42 with respect to the seat tube 16A becomes higher when the load direction is a second load direction different from the first load direction. In the second example, the control unit 62 controls the actuator 82 so that the height of the seat 42 with respect to the seat tube 16A becomes higher when the second fatigue degree is larger than the first fatigue degree.

The control unit 62 changes the parameters of the suspension 90 by operating the actuator 82 provided on the suspension 90. In one example, the control unit 62 controls the actuator 82 so that the damping factor becomes large in the second control state. In the first example, the control unit 62 controls the actuator 82 so as to increase the damping rate when the load direction is a second load direction different from the first load direction. In the second example, the control unit 62 controls the actuator 82 so as to increase the damping rate when the second fatigue degree is larger than the first fatigue degree.

In another example, the component 80 is a notification device 92. The control unit 62 outputs information on the degree of fatigue to the notification device 92. The fatigue level information includes at least one of information on the rider's current fatigue level, information on the control of the actuator 82 of the human-powered vehicle 10 executed according to the rider's fatigue level, and information on urging the rider to rest. Including.

<Modification example>
The description of each embodiment is an example of possible embodiments of the drive unit and control device according to the present invention, and is not intended to limit the embodiments. The drive unit and the control device according to the present invention may take, for example, a modification of each embodiment shown below and a combination of at least two modifications that are consistent with each other. In the following modification, the parts common to the embodiment are designated by the same reference numerals as those in the embodiment, and the description thereof will be omitted.

-In the first embodiment and the second embodiment, the control unit 62 may be configured to perform control with reference to other elements of the human-powered driving force. For example, the control unit 62 refers to the absolute value of the human-powered driving force. The control unit 62 is configured to execute the second control state when the absolute value of the human-powered driving force is less than a predetermined value.

-In the first to third embodiments, the storage unit 64 is configured to store information regarding the load direction at least one of the rider's first pedaling operation and the second pedaling operation. May be good. The control unit 62 can use the above information stored in the storage unit 64 to control the actuator 52 and the actuator 82. In one example, the storage unit 64 stores the first load value and the second load value during the first pedaling operation of the rider as reference values. The control unit 62 is configured to perform control by comparing the reference value with the first load value during traveling and the second load value. The control unit 62 controls the actuators 52 and 82 in the second control state when the reference value, the first load value during traveling, and the second load value are different by a predetermined value or more.

-In the third embodiment, the configuration of the actuator 82 provided in the rear derailleur 86 includes a magnetic fluid. The control unit 62 changes the ease of movement of the connecting member 30 between the plurality of sprockets included in the second rotating body 28 by controlling the value of the current flowing through the magnetic fluid.

-In the third embodiment, the configuration of the actuator 82 provided in the suspension 90 includes a magnetic fluid. The control unit 62 changes the operating parameters of the suspension 90 by controlling the value of the current flowing through the magnetic fluid.

-In the third embodiment, the component 80 controlled by the control unit 62 may include, for example, a braking device. Braking devices include electrically operated rim brakes. In one example, the control unit 62 controls the actuator so that the braking force due to the rim brake is increased in the second control state.

-In the first to third embodiments, the tilt sensor 74 may be omitted. In this case, the control unit 62 may be configured to detect the load direction at predetermined time intervals in the pedaling operation. When the load direction has changed by a predetermined time or more in a predetermined time, the control unit 62 determines that the human-powered vehicle 10 is tilted.

-In the first embodiment and the second embodiment, the motor 54 may be configured to be regenerative. The electric power generated by the motor 54 is stored in, for example, the battery 40.

-In the first to third embodiments, the control unit 62 may be configured to control the front derailleur 84 and the rear derailleur 86 including other parameters. For example, the control unit 62 shifts gears by referring to the load direction or the degree of fatigue of the rider, the cadence stored in the storage unit 64, or the table showing the relationship between the torque and the shift threshold value. The table includes a first table referred to in the first control state and a second table referred to in the second control state. The table may be set based on the inclination angle of the human-powered vehicle 10.

-The means for determining whether or not the control unit 62 is the first pedaling operation is not limited to the means disclosed in the first embodiment and the second embodiment. In the first example, the control unit 62 determines based on whether or not the storage unit 64 stores that the first pedaling operation has been executed. When the control unit 62 remembers that the first pedaling operation has been executed, the control unit 62 determines that the pedaling operation is the second pedaling operation regardless of the time since the pedaling operation was disclosed. In the second example, the control unit 62 determines whether or not the first load direction or the first fatigue degree is stored in the storage unit 64. When the first load direction is stored in the storage unit 64, the control unit 62 determines that the pedaling operation is the second pedaling operation regardless of the time after the pedaling operation is started.

As shown in FIG. 13, at least one of the control device 60, the drive unit 50, and the component 80 may include a wireless communication unit 94. The component 80 includes at least one of a front derailleur 84, a rear derailleur 86, an adjustable seatpost 88, a suspension 90, and a notification device 92. An example of a wireless communication standard performed by the wireless communication unit 94 is ANT + (registered trademark) or Bluetooth (registered trademark). The wireless communication unit 94 includes at least one of the wireless communication unit 94A provided in the control device 60, the wireless communication unit 94B provided in the drive unit 50, and the wireless communication unit 94C provided in the component 80. The control unit 62 transmits a control signal for executing control to at least one of the drive unit 50 and the component 80 via the wireless communication unit 94A. The wireless communication unit 94B and the wireless communication unit 94C receive the control signal from the wireless communication unit 94A. When controlling both the drive unit 50 and the component 80, the control unit 62 outputs a control signal based on the first control state or the second control state, and controls the drive unit 50 and the component 80 at the same time. .. At least one of the components 80 may further include an arithmetic processing unit and be configured to be communicable with other components 80.

-At least one of the control device 60, the drive unit 50, and the component 80 may include a battery 96. In one example, the battery 96 is a capacitor. The battery 96 includes at least one of the battery 96A that powers the drive unit 50 and the battery 96B that powers the component 80. The drive unit 50 is supplied with power from at least one of the battery 40 and the battery 96A. The drive unit 50 is electrically connected to the battery 40 via a power line. The component 80 is powered by at least one of the battery 40 and the battery 96B. The component 80 is electrically connected to the battery 40 via a power line.

• As used herein, the expression "at least one" means "one or more" of the desired choice. 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 "combination of two or more arbitrary options" if the number of options is three or more. Means.

10 ... Human-powered vehicle, 12A ... Crankshaft, 22 ... Input unit, 50 ... Human-powered vehicle drive unit, 52, 82 ... Actuator, 54 ... Motor, 60 ... Human-powered vehicle control device, 80 ... Component, 84 ... Front Derailleur, 86 ... Rear derailleur, 88 ... Adjustable seatpost, 90 ... Suspension, 92 ... Notification device.

Claims (13)

Includes a control unit that controls an actuator attached to a human-powered vehicle, including an input unit into which human-powered driving force is input.
The input unit is rotatable around the central axis of the crankshaft attached to the human-powered vehicle.
The control unit is a control device for a human-powered vehicle that controls the actuator according to the load direction of the human-powered driving force input to the input unit. The man-powered vehicle according to claim 1, wherein the load direction is determined at least based on a first load value in the tangential direction and a second load value in the normal direction with respect to the rotary track circle of the input portion. Control device. The rotation position of the input unit includes the first rotation position.
The control unit
In the first pedaling operation, when the load direction of the first rotation position is the first load direction, the actuator is controlled in the first control state.
In the second pedaling operation after a predetermined time from the first pedaling operation, when the load direction of the first rotation position is a second load direction different from the first load direction, the actuator is in the second control state. The control device for a human-powered vehicle according to claim 1 or 2, which is controlled. The actuator is a motor that applies propulsive force to the human-powered vehicle.
The control device for a human-powered vehicle according to any one of claims 1 to 3, wherein the control unit controls the output of the motor. The actuator is a motor that applies propulsive force to the human-powered vehicle.
The control unit
The first degree of fatigue is determined by the first load direction,
The second degree of fatigue is determined by the second load direction,
The human-powered vehicle according to claim 3, wherein when the second fatigue level is larger than the first fatigue level, the ratio of the propulsive force applied to the human-powered vehicle by the motor to the human-powered driving force is increased. Control device for. The actuator is configured to be capable of operating at least one of a front derailleur, a rear derailleur, an adjustable seatpost, and a suspension attached to the manpowered vehicle.
The control device for a human-powered vehicle according to any one of claims 1 to 3, wherein the control unit controls the output of the actuator. The control device according to claim 4 or 5,
A drive unit for a human-powered vehicle, comprising the motor configured to impart propulsive force to the human-powered vehicle. The drive unit for a human-powered vehicle according to claim 7, wherein the output shaft of the motor is arranged in parallel with the central axis of the crankshaft. The drive unit for a human-powered vehicle according to claim 7, wherein the output shaft of the motor is arranged so as to intersect the central axis of the crankshaft. The control device for a human-powered vehicle according to claim 2, wherein the load direction is further determined based on a third load value in the axial direction with respect to the central axis of the crankshaft. Includes a control unit that controls components mounted on a human-powered vehicle, including an input unit into which human-powered driving force is input.
The input unit is rotatable around the central axis of the crankshaft attached to the human-powered vehicle.
The control unit is a control device for a human-powered vehicle that determines the degree of fatigue according to the load direction of the human-powered driving force input to the input unit. The component is a notification device
The control device for a human-powered vehicle according to claim 11, wherein the control unit outputs information on the degree of fatigue to the notification device. The component is an actuator
The control device for a human-powered vehicle according to claim 11, wherein the control unit controls the actuator according to the degree of fatigue.