JP2022104359A - Control device for human-powered vehicle - Google Patents

Abstract

To provide a control device for a human-powered vehicle which preferably controls a motor for providing propulsion power to a human-powered vehicle.SOLUTION: A control device for a human-powered vehicle includes a control unit which controls a motor for providing propulsion power to a human-powered vehicle. The human-powered vehicle includes a transmission. The transmission is provided on a transmission path of human drive power in the human-powered vehicle and configured to change a change gear ratio. The control unit executes first processing, in which at least one of an assist level by the motor, a maximal value of the output of the motor, and the output of the motor is increased or second processing in which at least one of the assist level by the motor, the maximal value of the output of the motor, and the output of the motor is decreased when first information on a present change gear ratio of the transmission is different from second information on the change gear ratio which corresponds to at least one of a first travel state of the human-powered vehicle and a first travel environment of the human-powered vehicle.SELECTED DRAWING: Figure 2

Description

The present disclosure 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 motor so that the ratio of the assist force by the motor to the human-powered drive force becomes a predetermined ratio.

Japanese Unexamined Patent Publication No. 10-59260

One of the objects of the present disclosure is to provide a control device for a human-powered vehicle that suitably controls a motor that imparts propulsive force to the human-powered vehicle.

The control device according to the first aspect of the present disclosure is a control device for a human-powered vehicle, comprising a control unit for controlling a motor that applies a propulsive force to the human-powered vehicle, and the human-powered vehicle has a transmission. Including, the transmission is provided in the transmission path of the human-powered driving force in the human-powered vehicle and is configured to change the gear ratio, and the control unit relates to the current gear ratio of the transmission. When 1 information is different from the second information regarding the gear ratio corresponding to at least one of the first traveling state of the human-powered vehicle and the first traveling environment of the human-powered vehicle, the assist level by the motor, the said. The maximum value of the motor output and the first process of increasing at least one of the motor outputs, or the assist level by the motor, the maximum value of the motor output, and the at least one of the motor outputs. The second process of reducing one is executed.
According to the control device of the first aspect, the first process or the second process is executed depending on the current gear ratio and the gear ratio corresponding to at least one of the first traveling state and the first traveling environment. Thereby, the motor that gives the propulsive force to the human-powered vehicle can be suitably controlled.

In the control device of the second side according to the first aspect of the present disclosure, when the first information and the second information are different from each other, the control unit may use the second traveling state of the human-powered vehicle and the human-powered vehicle. The first process or the second process is executed according to at least one of the second traveling environments.
According to the control device on the second side, it is possible to more preferably control the motor that applies the propulsive force to the human-powered vehicle.

In the control device of the third side according to the first or second side surface of the present disclosure, the control unit is configured to control the transmission, and when the first information is different from the second information, the first information. 1 The transmission is controlled so that the information matches the second information.
According to the control device of the third side surface, it is possible to change the gear ratio to be suitable for at least one of the first traveling state and the first traveling environment.

In the control device of the fourth aspect according to the first or second aspect of the present disclosure, the control unit is configured to control the transmission, and when the first information is different from the second information, the first information. When the third process for controlling the transmission is executed so that the 1 information matches the second information and the first process is executed, the third process is executed after the first process is executed. When the first information matches the second information, the second process is executed, and when the second process is executed, the third process is executed after the second process is executed, and the second process is executed. When the 1 information matches the 2nd information, the 1st process is executed.
According to the control device on the fourth side, before the shift, the assist level by the motor, the maximum value of the motor output, and if at least one of the outputs of the motor increases, after the shift, the assist level by the motor, the motor Decrease the maximum output and at least one of the motor outputs. According to the control device on the fourth side, before the shift, the assist level by the motor, the maximum value of the motor output, and if at least one of the outputs of the motor decreases, after the shift, the assist level by the motor, the motor Increase the maximum output and at least one of the motor's outputs.

In the control device of the fifth side according to the first or second side surface of the present disclosure, the control unit is configured to control the transmission, and when the first information is different from the second information, the first information. When the third process for controlling the transmission is executed so that the first information matches the second information and the first information is different from the second information, the third running state of the human-powered vehicle and the third running state of the human-powered vehicle It is configured to change the order of the first process and the third process, or the order of the second process and the third process, according to at least one of the third traveling environments of the human-powered vehicle. ..
According to the control device of the fifth side surface, the motor and the transmission can be controlled in an order suitable for at least one of the third traveling state and the third traveling environment.

The control device according to the sixth aspect of the present disclosure is a control device for a human-powered vehicle, which is provided in a motor for applying a propulsive force to the human-powered vehicle and a transmission path of the human-powered drive in the human-powered vehicle. Moreover, the control unit includes a control unit configured to control the transmission that changes the gear ratio, and the control unit is the fourth of the human-powered vehicle when both the control state of the motor and the gear ratio are changed. The order of the first change process for changing the control state of the motor and the second change process for changing the gear ratio is changed according to the running state and at least one of the fourth running environments of the human-powered vehicle. ..
According to the control device of the sixth side surface, the motor and the transmission can be controlled in an order suitable for at least one of the fourth traveling state and the fourth traveling environment.

In the control device of the seventh side according to the sixth side of the present disclosure, the control unit has the assist level by the motor, the maximum value of the output of the motor, and the motor according to the decrease in the vehicle speed of the human-powered vehicle. Increase at least one of the outputs of.
According to the control device on the seventh side, when the vehicle speed of the human-powered vehicle decreases, the assist level by the motor, the maximum value of the motor output, and at least one of the motor outputs increase, so that the load on the rider is increased. Can be reduced.

In the control device of the eighth side according to the sixth aspect of the present disclosure, the control unit has the assist level by the motor, the maximum value of the output of the motor, and the motor according to the decrease in the vehicle speed of the human-powered vehicle. Decrease at least one of the outputs of.
According to the control device on the eighth side, when the vehicle speed of the human-powered vehicle decreases, the assist level by the motor, the maximum value of the motor output, and at least one of the motor outputs decrease, so that the rider is manually driven. It will be easier to stop the car.

In the control device of the ninth side surface according to any one of the sixth to eighth sides of the present disclosure, at least one of the fourth running state of the human-powered vehicle and the fourth running environment of the human-powered vehicle is the human power. Contains information about the speed of the driving vehicle.
According to the control device on the ninth side, the first change process for changing the control state of the motor and the second change process for changing the gear ratio can be executed in an order suitable for the vehicle speed of the human-powered vehicle.

In the control device of the tenth aspect according to the ninth aspect of the present disclosure, the control unit changes both the control state of the motor and the gear ratio, and when the vehicle speed of the human-powered vehicle decreases, the control unit said. After changing the control state of the motor, the gear ratio is changed by the transmission.
According to the control device on the tenth side, when the vehicle speed decreases, the load on the rider can be reduced because the gear ratio is changed by the transmission after changing the control state of the motor.

In the control device of the eleventh aspect according to the ninth aspect of the present disclosure, the control unit changes both the control state of the motor and the gear ratio, and when the vehicle speed of the human-powered vehicle decreases, the control unit said. After changing the gear ratio, the control state of the motor is changed.
According to the control device on the eleventh side surface, when the vehicle speed decreases, the control state of the motor is changed after the gear ratio is changed, so that the influence of the motor on the shifting operation of the transmission can be reduced.

In the control device on the twelfth side according to the tenth or eleventh side surface of the present disclosure, when the vehicle speed of the human-powered vehicle is decelerated, the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is first decelerated. Including cases where the speed is higher than the speed.
According to the control device on the twelfth side, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or higher than the first deceleration, the first change process for changing the control state of the motor and the gear ratio change. Since the second change process is executed, the running performance can be improved.

The control device according to the thirteenth aspect of the present disclosure is a control device for a human-powered vehicle, which is provided in a motor for applying a propulsive force to the human-powered vehicle and a transmission path of the human-powered driving force of the human-powered vehicle. , A transmission that changes the gear ratio, and a control unit that is configured to control the control unit, in a state where the assist level by the motor is reduced when the first shift condition is satisfied, or. When the gear ratio is changed by the transmission while the assist level by the motor is maintained and the second shift condition different from the first shift condition is satisfied, the assist level by the motor is increased. In, the gear ratio is changed by the transmission.
According to the control device on the thirteenth side, the assist level by the motor, the maximum value of the output of the motor, and the maximum value of the output of the motor are satisfied in each of the case where the first shift condition is satisfied and the case where the second shift condition is satisfied. The gear ratio can be changed with at least one of the outputs in a suitable state.

In the control device of the 14th aspect according to the 13th aspect of the present disclosure, one of the first shift condition and the second shift condition is satisfied when the vehicle speed of the human-powered vehicle decreases.
According to the control device on the 14th side surface, when the vehicle speed decreases, the assist level by the motor and the maximum output of the motor are satisfied in each of the case where the first shift condition is satisfied and the case where the second shift condition is satisfied. The gear ratio can be changed with at least one of the value and the output of the motor as a suitable state.

In the control device of the fifteenth aspect according to the thirteenth or the fourteenth aspect of the present disclosure, at least one of the first shift condition and the second shift condition is the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle. However, it is satisfied when the second deceleration or more.
According to the control device on the fifteenth side, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or higher than the second deceleration, the gear ratio can be changed by setting the motor in an appropriate control state.

In the control device of the 16th aspect according to the 14th or 15th aspect of the present disclosure, the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is the other of the first shift condition and the second shift condition. Satisfied when less than the second deceleration.
According to the control device on the 16th side surface, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is less than the second deceleration, the motor can be set to an appropriate control state and the gear ratio can be changed.

In the control device of the 17th side according to any one of the 1st to 16th sides of the present disclosure, the control unit controls the component for the human-powered vehicle according to the information regarding the vehicle speed of the human-powered vehicle. Such a component comprises at least one suspension device and at least one of the adjustable seatposts.
According to the control device on the 17th side, at least one suspension device and at least one of the adjustable seatposts can be controlled according to the information regarding the speed of the human-powered vehicle.

In the control device of the eighteenth aspect according to the seventeenth aspect of the present disclosure, the component includes the at least one suspension device, the at least one suspension device includes a front suspension device, and the control unit is manually driven. When the deceleration of the human-powered vehicle in the traveling direction of the vehicle is equal to or higher than the third deceleration, the front suspension device is controlled so as to increase the hardness of the front suspension device.
According to the control device on the 18th side, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or higher than the third deceleration, the hardness of the front suspension device increases, so that the posture of the human-powered vehicle is stable. It's easy to do.

In the control device of the 19th aspect according to the 18th aspect of the present disclosure, the component includes the adjustable seatpost, and the control unit has a fourth deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle. Above the speed, the adjustable seatpost is controlled to reduce the length of the adjustable seatpost.
According to the control device on the 19th side, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or higher than the fourth deceleration, the length of the adjustable seatpost is reduced, so that the rider can easily put his / her foot on the ground. Become.

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

A side view of a human-powered vehicle including a control device for the human-powered vehicle according to the first embodiment. FIG. 6 is a block diagram showing an electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. The flowchart of the process which is executed by the control part of FIG. 2 and controls a motor and a transmission. The flowchart of the process which is executed by the control part of 2nd Embodiment and controls a motor and a transmission. The flowchart of the process which is executed by the control part of 3rd Embodiment and controls a motor and a transmission. The flowchart of the process which is executed by the control part of 4th Embodiment and controls a motor and a transmission. FIG. 6 is a block diagram showing an electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a fifth embodiment. FIG. 5 is a flowchart of a process executed by the control unit of FIG. 7 to control the suspension device. The flowchart of the process which is executed by the control part of FIG. 7 and controls an adjustable seatpost.

<First Embodiment>
The control device 70 for a human-powered vehicle according to the first embodiment will be described with reference to FIGS. 1 to 3. The human-powered vehicle 10 is a vehicle having at least one wheel and can be driven by at least a human-powered driving force H. The human-powered vehicle 10 includes various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, and hand bikes and recumbent bikes. The number of wheels of the human-powered vehicle 10 is not limited. The human-powered vehicle 10 also includes, for example, a one-wheeled vehicle and a vehicle having three or more wheels. The human-powered vehicle 10 is not limited to a vehicle that can be driven only by the human-powered driving force H. The human-powered vehicle 10 includes not only the human-powered driving force H but also an e-bike that utilizes the driving force of the electric motor for propulsion. E-bikes include electrically power assisted bicycles that are assisted by electric motors. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as an electrically assisted bicycle and a mountain bike.

The human-powered vehicle 10 includes a crank 12 to which a human-powered driving force H is input. The human-powered vehicle 10 further includes at least one wheel 14 and a vehicle body 16. At least one wheel 14 includes a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a frame 18. The crank 12 has an input shaft 12A rotatable with respect to the frame 18, a first crank arm 12B provided at the first axial end of the input shaft 12A, and an axial second end of the input shaft 12A. Includes a second crank arm 12C provided. In this embodiment, the input shaft 12A is a crank shaft. The first pedal 20A is connected to the first crank arm 12B. A second pedal 20B is connected to the second crank arm 12C.

The drive mechanism 22 includes a first rotating body 24 connected to the input shaft 12A. The input shaft 12A and the first rotating body 24 may be connected so as not to be relatively rotatable, or may be connected via a first one-way clutch. The first one-way clutch causes the first rotating body 24 to rotate forward when the crank 12 rotates forward, and allows the relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. It is composed of. The first rotating body 24 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 28. The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a shaft.

The second rotating body 26 is connected to the rear wheel 14A. The second rotating body 26 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 26 and the rear wheel 14A. The second one-way clutch causes the rear wheel 14A to rotate forward when the second rotating body 26 rotates forward, and the relative between the second rotating body 26 and the rear wheel 14A when the second rotating body 26 rotates backward. It is configured to allow rotation.

The front wheel 14B is attached to the frame 18 via the front fork 30. A handlebar 34 is connected to the front fork 30 via a stem 32. In the present embodiment, the rear wheel 14A is connected to the crank 12 by the drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may be connected to the crank 12 by the drive mechanism 22.

The human-powered vehicle 10 further includes a battery 36. The battery 36 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 36 is configured to power the control device 70. The battery 36 is preferably connected to the control unit 72 of the control device 70 so as to be communicable via an electric cable or a wireless communication device. The battery 36 can communicate with the control unit 72 by, for example, power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver / Transmitter).

The human-powered vehicle 10 includes a motor 38 configured to impart propulsive force to the human-powered vehicle 10. The motor 38 includes at least one electric motor. The electric motor is, for example, a brushless motor. The motor 38 is configured to transmit a rotational force to at least one of the power transmission path of the human-powered driving force H from the pedals 20A and 20B to the rear wheels 14A and the front wheels 14B. The rear wheel 14A is also included in the power transmission path of the human-powered driving force H from the pedals 20A and 20B to the rear wheel 14A. In the present embodiment, the motor 38 is provided on the frame 18 of the human-powered vehicle 10 and is configured to transmit the rotational force to the first rotating body 24.

The motor 38 is provided in the housing 40A. The housing 40A is provided on the frame 18. The housing 40A is detachably attached to, for example, the frame 18. The drive unit 40 includes a motor 38 and a housing 40A in which the motor 38 is provided. The drive unit 40 may be provided with a speed reducer connected to the output shaft of the motor 38. In this embodiment, the housing 40A rotatably supports the input shaft 12A. In the present embodiment, the power transmission path between the motor 38 and the input shaft 12A preferably includes the motor 38 of the rotational force of the crank 12 when the input shaft 12A is rotated in the direction in which the human-powered vehicle 10 advances. A third one-way clutch that suppresses transmission to the vehicle is provided. When the motor 38 is provided on at least one of the rear wheels 14A and the front wheels 14B, the motor 38 may be provided on the hub to form a hub motor together with the hub.

The control device 70 includes a control unit 72. The control unit 72 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit included in the control unit 72 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing units included in the control unit 72 may be provided at a plurality of locations separated from each other. For example, a part of the arithmetic processing unit may be provided in the human-powered vehicle 10, and the other part of the arithmetic processing unit may be provided in a server connected to the Internet. When the arithmetic processing units are provided at a plurality of locations separated from each other, the respective parts of the arithmetic processing units are connected to each other so as to be communicable with each other via a wireless communication device. The control unit 72 may include one or more microcomputers.

Preferably, the control device 70 further includes a storage unit 74. The storage unit 74 stores information used for the control program and control processing. The storage unit 74 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. Volatile memory includes, for example, RAM (Random access memory).

The control device 70 preferably further includes a drive circuit 76 for the motor 38. The drive circuit 76 and the control unit 72 are preferably provided in the housing 40A of the drive unit 40. The drive circuit 76 and the control unit 72 may be provided on the same circuit board, for example. The drive circuit 76 includes an inverter circuit. The drive circuit 76 controls the electric power supplied from the battery 36 to the motor 38. The drive circuit 76 is connected to the control unit 72 via a conductive wire, an electric cable, a wireless communication device, or the like. The drive circuit 76 drives the motor 38 in response to a control signal from the control unit 72.

Preferably, the human-powered vehicle 10 further includes a vehicle speed sensor 42. Preferably, the human-powered vehicle 10 further includes a crank rotation sensor 44 and at least one of a human-powered driving force detection unit 46.

The vehicle speed sensor 42 is configured to detect information regarding the vehicle speed V of the human-powered vehicle 10. In this embodiment, the vehicle speed sensor 42 is configured to detect information about the rotational speed CW of at least one wheel 14 of the human-powered vehicle 10. The vehicle speed sensor 42 is configured to detect, for example, a magnet provided on at least one wheel 14 of the human-powered vehicle 10. The vehicle speed sensor 42 is configured to output a predetermined number of detection signals, for example, while one wheel 14 of at least one wheel 14 makes one rotation. The predetermined number of times is, for example, 1. The vehicle speed sensor 42 outputs a signal corresponding to the rotation speed CW of the wheel 14. The control unit 72 can calculate the vehicle speed V of the human-powered vehicle 10 based on the signal corresponding to the rotation speed CW of the wheel 14 and the information regarding the peripheral length of the wheel 14. Information about the circumference of the wheel 14 is stored in the storage unit 74.

The vehicle speed sensor 42 includes, for example, a magnetic lead constituting a reed switch or a magnetic sensor such as a Hall element. The vehicle speed sensor 42 may be configured to be attached to the chain stay of the frame 18 of the human-powered vehicle 10 to detect a magnet attached to the rear wheel 14A, or may be provided on the front fork 30 to detect a magnet attached to the front wheel 14B. It may be configured. In the present embodiment, the vehicle speed sensor 42 is configured such that the reed switch detects the magnet once when the wheel 14 makes one rotation. The vehicle speed sensor 42 may have any configuration as long as it can acquire information on the vehicle speed V of the human-powered vehicle 10, and is not limited to the configuration for detecting the magnet provided on the wheel 14, for example, a slit provided on the disc brake. It may be configured to detect, may be configured to include an optical sensor or the like, or may be configured to include a GPS (Global Positioning System) receiver. When the vehicle speed sensor 42 includes the GPS receiver, the control unit 72 can calculate the vehicle speed V according to the time and the moving distance. The vehicle speed sensor 42 is connected to the control unit 72 via a wireless communication device or an electric cable.

The crank rotation sensor 44 is configured to detect information regarding the rotation speed NC of the input shaft 12A. The crank rotation sensor 44 is provided, for example, in the frame 18 or the drive unit 40 of the human-powered vehicle 10. The crank rotation sensor 44 may be provided in the housing 40A of the drive unit 40. The crank rotation sensor 44 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 input shaft 12A, a member that rotates in conjunction with the input shaft 12A, or in the power transmission path between the input shaft 12A and the first rotating body 24. .. The member that rotates in conjunction with the input shaft 12A may include the output shaft of the motor 38.

The crank rotation sensor 44 outputs a signal corresponding to the rotation speed NC of the input shaft 12A. For example, if the first one-way clutch is not provided between the input shaft 12A and the first rotating body 24, the magnet may be provided on the first rotating body 24. The crank rotation sensor 44 may have any configuration as long as it can acquire information on the rotation speed NC of the input shaft 12A, and includes an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, and the like in place of the magnetic sensor. It is also good. The crank rotation sensor 44 is connected to the control unit 72 via a wireless communication device or an electric cable.

The human-powered driving force detection unit 46 is configured to detect information regarding the human-powered driving force H. The human-powered driving force detecting unit 46 is provided, for example, on the frame 18, the drive unit 40, the crank 12, or the pedals 20A and 20B of the human-powered vehicle 10. The human-powered driving force detecting unit 46 may be provided in the housing 40A of the drive unit 40. The human-powered driving force detection unit 46 includes, for example, a torque sensor. The torque sensor is configured to output a signal corresponding to the torque applied to the crank 12 by the human-powered driving force H. For example, when the first one-way clutch is provided in the power transmission path, the torque sensor is preferably provided on the upstream side of the power transmission path with respect to the first one-way clutch. The torque sensor includes a strain sensor, a magnetostriction sensor, a pressure sensor, and the like. The strain sensor includes a strain gauge.

The torque sensor is provided in the vicinity of a member included in the power transmission path or a member included in the power transmission path. The member included in the power transmission path is, for example, an input shaft 12A, a member that transmits a human-powered driving force H between the input shaft 12A and the first rotating body 24, crank arms 12B, 12C, or pedals 20A, 20B. be. The human-powered driving force detection unit 46 is connected to the control unit 72 via a wireless communication device or an electric cable. The human-powered driving force detecting unit 46 may have any configuration as long as it can acquire information on the human-powered driving force H. For example, the sensor for detecting the pressure applied to the pedals 20A and 20B or the tension of the chain is detected. It may include a sensor or the like.

The control unit 72 is configured to control the motor 38 that applies propulsive force to the human-powered vehicle 10. Preferably, the control unit 72 is configured to control the motor 38 according to the human-powered driving force H input to the human-powered vehicle 10. The human-powered driving force H may be expressed by torque or by power.

The control unit 72 is configured to control the motor 38 so that the assist level A by the motor 38 becomes, for example, a predetermined assist level A. The assist level A includes the ratio of the assist force by the motor 38 to the human-powered driving force H or the ratio of the assist force by the motor 38 to the rotation speed of the crank 12. The ratio of the assist force by the motor 38 to the human-powered driving force H may be referred to as an assist ratio. The control unit 72 is configured to control the motor 38 so that, for example, the assist force of the motor 38 has a predetermined ratio to the human-powered driving force H. The human-powered driving force H corresponds to the propulsive force of the human-powered vehicle 10 generated by the user rotating the crank 12. The assist force corresponds to the propulsive force of the human-powered vehicle 10 generated by the motor 38. The predetermined ratio is not constant and may change, for example, according to the human-powered driving force H, may change according to the rotation speed NC of the input shaft 12A, or may change according to the vehicle speed V. , Human-powered driving force H, rotational speed NC of the input shaft 12A, and vehicle speed V may be changed according to any two or all of them.

When the human-powered driving force H and the assisting force are expressed by torque, the human-powered driving force H is described as the human-powered torque HT, and the assisting force is described as the assist torque MT. When the human power driving force H and the assisting force are expressed by the work rate, the human power driving force H is described as the human power work rate HW and the assist force is described as the assist power MW. The ratio may be the torque ratio of the assist torque MT to the human power torque HT of the human power drive vehicle 10, or may be the ratio of the assist power MW by the motor 38 to the human power work rate HW.

In the drive unit 40 of the present embodiment, the crank 12 is connected to the first rotating body 24 without going through a transmission, and the output M of the motor 38 is input to the first rotating body 24. When the crank 12 is connected to the first rotating body 24 without going through the transmission and the output M of the motor 38 is input to the first rotating body 24, the human-powered driving force H causes the user to rotate the crank 12. This corresponds to the driving force input to the first rotating body 24. When the crank 12 is connected to the first rotating body 24 without going through the transmission and the output M of the motor 38 is input to the first rotating body 24, the assist force is first due to the rotation of the motor 38. Corresponds to the driving force input to the rotating body 24. When the output M of the motor 38 is input to the first rotating body 24 via the reducer, the assist force corresponds to the output of the reducer.

When the motor 38 is provided on the rear wheel 14A, the human-powered driving force H corresponds to the output of the rear wheel 14A driven only by the user. When the motor 38 is provided on the rear wheel 14A, the assist force corresponds to the output of the rear wheel 14A driven only by the motor 38. When the motor 38 is provided on the front wheel 14B, the human-powered driving force H corresponds to the output of the rear wheel 14A driven only by the user. When the motor 38 is provided on the front wheel 14B, the assist force corresponds to the output of the front wheel 14B driven only by the motor 38.

The control unit 72 is configured to control the motor 38 so that the assist force becomes equal to or less than the maximum value Mmax. When the output M of the motor 38 is input to the first rotating body 24 and the assist force is represented by the torque, the control unit 72 controls the motor 38 so that the assist torque MT is equal to or less than the maximum value MTX. It is composed of. Preferably, the maximum value MTX is a value in the range of 20 Nm or more and 200 Nm or less. When the output M of the motor 38 is input to the first rotating body 24 and the assist force is represented by the work rate, the control unit 72 controls the motor 38 so that the assist work rate MW is equal to or less than the maximum value MWX. It is configured to do.

Preferably, the human-powered vehicle 10 includes an acceleration detection unit 48. The acceleration detection unit 48 is configured to output a signal corresponding to the acceleration in the direction in which the human-powered vehicle 10 moves forward. The acceleration detection unit 48 may include an acceleration sensor or may include a vehicle speed sensor 42. The acceleration detection unit 48 is connected to the control unit 72 via a wireless communication device or an electric cable. When the acceleration detection unit 48 includes the vehicle speed sensor 42, the control unit 72 acquires information on the acceleration in the direction in which the human-powered vehicle 10 advances by differentiating the vehicle speed V.

The control unit 72 may be configured to calculate the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 according to the output of the acceleration detection unit 48. The deceleration D is expressed as a value that increases as the vehicle decelerates. The larger the deceleration D, the greater the decrease in the vehicle speed V of the human-powered vehicle 10.

The human-powered vehicle 10 includes a transmission 56. The transmission 56 is provided in the transmission path of the human-powered driving force H in the human-powered vehicle 10, and is configured to change the gear ratio R. The transmission 56 has a plurality of shift stages. The gear ratios R corresponding to each shift stage are different from each other. The number of shift stages is, for example, in the range of 3 to 30. The gear ratio R is the ratio of the rotation speed of the drive wheels to the rotation speed NC of the input shaft 12A. In this embodiment, the drive wheels are the rear wheels 14A. The transmission 56 includes, for example, a front derailleur, a rear derailleur, and at least one of the internal derailleurs. When the transmission 56 includes an internal transmission, the internal transmission is provided, for example, on the hub of the rear wheel 14A. The internal transmission may include a CVT.

When the transmission 56 includes a front derailleur, the transmission 56 includes a first rotating body 24 and the first rotating body 24 includes a plurality of front sprockets. When the transmission 56 includes a rear derailleur, the transmission 56 includes a second rotating body 26, and the second rotating body 26 includes a plurality of rear sprockets. The transmission 56 includes an electric transmission configured to be operated by an actuator. Actuators include electric actuators. Actuators include, for example, electric motors. The relationship between the gear ratio R, the rotation speed NW of the drive wheels, and the rotation speed NC of the input shaft 12A is expressed by the equation (1).
Equation (1): Gear ratio R = rotation speed NW / rotation speed NC

The rotation speed NW of the drive wheel and the rotation speed NC of the input shaft 12A may be the rotation speeds per unit time, respectively. The rotation speed NW of the drive wheel may be replaced with the number of teeth of the front sprocket, and the rotation speed NC of the input shaft 12A may be replaced with the number of teeth of the rear sprocket.

The control unit 72 relates to the first information regarding the current gear ratio R of the transmission 56 and the gear ratio R corresponding to at least one of the first traveling state of the human-powered vehicle 10 and the first traveling environment of the human-powered vehicle 10. The motor 38 is controlled according to the second information. The first traveling state includes, for example, at least one of the vehicle speed V of the human-powered vehicle 10, the acceleration of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10, and the rotational speed of the crank 12. The first driving environment includes at least one of the slope, weather, humidity, and brightness of the driving path of the human-powered vehicle 10. The storage unit 74 stores third information in which at least one of the first traveling state and the first traveling environment is associated with the gear ratio R. The third information includes, for example, a table. The control unit 72 determines the second information according to the third information stored in the storage unit 74. Table 1 shows an example of the third information. Table 1 shows a transmission whose gear ratio can be changed in 7 steps. In Table 1, V1 <V2 <V3 <V4 <V5 <V6 <V7. In Table 1, R1 <R2 <R3 <R4 <R5 <R6 <R7.

Preferably, the human-powered vehicle 10 includes a shift state detection unit 58. The shift state detection unit 58 is configured to be able to detect the first information. When the transmission 56 is a derailleur, the shift state detection unit 58 outputs a signal corresponding to the position of the derailleur. The shift state detection unit 58 may output a signal according to the operation position of the shift operation device. When the speed change operation device and the transmission 56 are connected by a Bowden cable, the shift state detection unit 58 outputs a signal corresponding to at least one of the position of the Bowden cable and the operation of the Bowden cable. You may do it. The shift state detection unit 58 includes, for example, a magnetic sensor, an optical sensor, or a potentiometer. The shift state detection unit 58 is connected to the control unit 72 via a wireless communication device or an electric cable.

Preferably, when the first information is different from the second information, the control unit 72 increases the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and at least one of the output M of the motor 38. The first process of causing the motor 38 to be performed, or the second process of reducing at least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 is executed.

Preferably, when the first information and the second information are different, the control unit 72 first, depending on at least one of the second traveling state of the human-powered vehicle 10 and the second traveling environment of the human-powered vehicle 10. Perform a process or a second process. Preferably, the second running state is equal to the first running state. Preferably, the second running environment is equal to the first running environment. When the first information and the second information are different, the control unit 72 performs a first process or a first process according to at least one of the first traveling state of the human-powered vehicle 10 and the first traveling environment of the human-powered vehicle 10. 2 Execute the process.

Preferably, the control unit 72 is configured to control the transmission 56. Preferably, when the first information is different from the second information, the control unit 72 controls the transmission 56 so that the first information matches the second information. Preferably, when the first information is different from the second information, the control unit 72 executes a third process of controlling the transmission 56 so that the first information matches the second information.

Preferably, when the control unit 72 executes the first process, the third process is executed after the first process is executed, and when the first information matches the second information, the second process is executed. Preferably, when the second process is executed, the control unit 72 executes the third process after executing the second process, and when the first information matches the second information, the control unit 72 executes the first process.

A process of switching the control state in which the control unit 72 controls the motor 38 will be described with reference to FIG. For example, when power is supplied to the control unit 72, the control unit 72 starts processing and proceeds to step S11 of the flowchart shown in FIG. When the flowchart of FIG. 3 is completed, the control unit 72 repeats the process from step S11 after a predetermined cycle, for example, until the power supply is stopped.

In step S11, the control unit 72 determines whether or not the first information is different from the second information. When the first information does not differ from the second information, the control unit 72 ends the process. When the first information is different from the second information, the control unit 72 proceeds to step S12.

The control unit 72 determines in step S12 whether or not to execute the first process. When executing the first process, the control unit 72 proceeds to step S13. In the present embodiment, the control unit 72 executes the first process, for example, when the gear ratio R corresponding to the first information is less than the gear ratio R corresponding to the second information. In this case, when the human-powered vehicle 10 suddenly decelerates, it is suppressed that the assist force by the motor is insufficient. The control unit 72 may execute the first process, for example, when the gear ratio R corresponding to the first information exceeds the gear ratio R corresponding to the second information. In this case, even if the actual gear ratio R is larger than the ideal gear ratio R, the increase in the load of the rider can be suppressed.

The control unit 72 executes the first process in step S13, and proceeds to step S14. The control unit 72 executes the third process in step S14, and proceeds to step S15. In step S15, the control unit 72 determines whether or not the first information matches the second information. If the first information does not match the second information, the control unit 72 executes the process of step S15 again. When the first information matches the second information, the control unit 72 proceeds to step S16.

In step S16, the control unit 72 executes the second process and ends the process. Preferably, in step S16, the control unit 72 has an assist level A by the motor 38 before executing the second process of step S13, a maximum value Mmax of the output M of the motor 38, and at least one of the output M of the motor 38. At least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 is reduced so as to be one. Preferably, in step S16, the control unit 72 has an assist level A by the motor 38 immediately before executing the second process of step S13, a maximum value Mmax of the output M of the motor 38, and at least one of the output M of the motor 38. At least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 is reduced so as to be one.

If the control unit 72 does not execute the first process in step S12, the control unit 72 proceeds to step S18. The control unit 72 executes the second process in step S18, and proceeds to step S19. The control unit 72 executes the third process in step S19, and proceeds to step S20. In step S20, the control unit 72 determines whether or not the first information matches the second information. If the first information does not match the second information, the control unit 72 executes the process of step S20 again. When the first information matches the second information, the control unit 72 proceeds to step S21.

In step S21, the control unit 72 executes the first process and ends the process. Preferably, in step S21, the control unit 72 has an assist level A by the motor 38 before executing the second process of step S18, a maximum value Mmax of the output M of the motor 38, and at least one of the output M of the motor 38. At least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 is increased so as to be one.

<Second Embodiment>
The control device 70 of the second embodiment will be described with reference to FIGS. 2 and 4. The control device 70 of the second embodiment includes the same configuration as the control device 70 of the first embodiment except that the processing of the flowchart of FIG. 4 is executed instead of the processing of the flowchart of FIG. Therefore, the configuration common to the first embodiment of the control device 70 of the second embodiment is designated by the same reference numerals as those of the first embodiment, and duplicate description will be omitted.

In the present embodiment, when the first information is different from the second information, the control unit 72 executes the third process of controlling the transmission 56 so that the first information matches the second information, and the first operation is performed. When the information is different from the second information, the order of the first process and the third process, or the first, depending on at least one of the third traveling state of the human-powered vehicle 10 and the third traveling environment of the human-powered vehicle 10. It is configured to change the order of the two processes and the third process.

Preferably, at least one of the third traveling state of the human-powered vehicle 10 and the third traveling environment of the human-powered vehicle 10 includes information about the vehicle speed V of the human-powered vehicle 10. When both the control state of the motor 38 and the gear ratio R are changed, and when the vehicle speed V of the human-powered vehicle 10 decreases, the control unit 72 changes the gear ratio R after changing the control state of the motor 38. You may. When both the control state of the motor 38 and the gear ratio R are changed, and when the vehicle speed V of the human-powered vehicle 10 decreases, the control unit 72 changes the control state of the motor 38 after changing the gear ratio R. You may let me. Preferably, when the vehicle speed V of the human-powered vehicle 10 decreases, it includes the case where the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 becomes the first deceleration D1 or more. The first deceleration D1 is preferably 3 km / h / sec or more and 8.5 km / h / sec or less. For example, the first deceleration D1 is set according to the deceleration D when the road on which the human-powered vehicle 10 is traveling suddenly changes from a downhill to an uphill. Preferably, when the vehicle speed V of the human-powered vehicle 10 is decelerated, the case where the first deceleration D1 or more and the fifth deceleration D5 or less may be included may be included. The fifth deceleration D5 is larger than the first deceleration D1. The fifth deceleration D5 is, for example, 4 km / h / sec or more and 7 km / h / sec or less.

For example, when the control unit 72 executes the first process and the third process, if the deceleration D is the first deceleration D1 or more, the control unit 72 executes the first process and then the third process, and the deceleration D Is smaller than the first deceleration D1, the third process is executed and then the first process is executed. For example, when the control unit 72 executes the first process and the third process and controls the transmission 56 so as to reduce the gear ratio R, when the deceleration D is the first deceleration D1 or more, the first The first process is executed and then the third process is executed. If the deceleration D is smaller than the first deceleration D1, the third process is executed and then the first process is executed.

For example, when the control unit 72 executes the second process and the third process, if the deceleration D is the first deceleration D1 or more, the control unit 72 executes the third process and then the second process, and the deceleration D Is smaller than the first deceleration D1, the second process is executed and then the third process is executed.

A process in which the control unit 72 controls the motor 38 and the transmission 56 will be described with reference to FIG. For example, when power is supplied to the control unit 72, the control unit 72 starts processing and proceeds to step S31 of the flowchart shown in FIG. When the flowchart of FIG. 4 is completed, the control unit 72 repeats the process from step S31 after a predetermined cycle, for example, until the power supply is stopped.

In step S31, the control unit 72 determines whether or not the first information is different from the second information. When the first information does not differ from the second information, the control unit 72 ends the process. When the first information is different from the second information, the control unit 72 proceeds to step S32.

The control unit 72 determines in step S32 whether or not to execute the first process. When executing the first process, the control unit 72 proceeds to step S33. In the present embodiment, the control unit 72 executes the first process, for example, when the gear ratio R corresponding to the first information is less than the gear ratio R corresponding to the second information. In this case, when the human-powered vehicle 10 suddenly decelerates, it is possible to prevent the motor 38 from insufficiently assisting. The control unit 72 may execute the first process, for example, when the gear ratio R corresponding to the first information exceeds the gear ratio R corresponding to the second information. In this case, even if the actual gear ratio R is larger than the ideal gear ratio R, the increase in the load of the rider can be suppressed.

In step S33, the control unit 72 determines the order of the first process and the third process according to at least one of the third traveling state and the third traveling environment, and proceeds to step S34.

The control unit 72 executes the first process and the third process in step S34, and proceeds to step S35. In step S34, the control unit 72 executes the first process and the third process in the order determined in step S33.

In step S35, the control unit 72 determines whether or not the first information matches the second information. If the first information does not match the second information, the control unit 72 executes the process of step S35 again. When the first information matches the second information, the control unit 72 proceeds to step S36. In step S36, the control unit 72 executes the second process and ends the process. Since the process of step S36 is the same process as step S16 of FIG. 3, the description thereof will be omitted.

If the control unit 72 does not execute the first process in step S32, the control unit 72 proceeds to step S37. In step S37, the control unit 72 determines the order of the second process and the third process according to at least one of the third traveling state and the third traveling environment, and proceeds to step S38.

The control unit 72 executes the second process and the third process in step S38, and proceeds to step S39. In step S39, the control unit 72 executes the second process and the third process in the order determined in step S38.

In step S39, the control unit 72 determines whether or not the first information matches the second information. If the first information does not match the second information, the control unit 72 executes the process of step S39 again. When the first information matches the second information, the control unit 72 proceeds to step S40.

In step S40, the control unit 72 executes the first process and ends the process. Since the process of step S36 is the same process as step S21 of FIG. 3, the description thereof will be omitted.

<Third Embodiment>
The control device 70 of the third embodiment will be described with reference to FIGS. 2 and 5. The control device 70 of the third embodiment includes the same configuration as the control device 70 of the third embodiment except that the processing of the flowchart of FIG. 5 is executed instead of the processing of the flowchart of FIG. Therefore, the configurations common to the first embodiment and the second embodiment of the control device 70 of the third embodiment are designated by the same reference numerals as those of the first embodiment and the second embodiment, and the description overlaps. Is omitted.

The control unit 72 is configured to control the motor 38 and the transmission 56. When the control unit 72 changes both the control state of the motor 38 and the gear ratio R, the motor 38 corresponds to at least one of the fourth running state of the human-powered vehicle 10 and the fourth traveling environment of the human-powered vehicle 10. The order of the first change process for changing the control state of the above and the second change process for changing the gear ratio R is changed. The first change process may be the same as the first process. The second change process may be the same as the second process. The fourth running state may be the same as the first running state. The fourth traveling environment may be the same as the first traveling environment.

For example, when the control unit 72 changes both the control state of the motor 38 and the gear ratio R, the assist level A by the motor 38 and the maximum output M of the motor 38 are maximized according to the decrease in the vehicle speed V of the human-powered vehicle 10. The value and at least one of the outputs M of the motor 38 may be increased.

For example, when the control unit 72 changes both the control state of the motor 38 and the gear ratio R, the assist level A by the motor 38 and the maximum output M of the motor 38 are maximized according to the decrease in the vehicle speed V of the human-powered vehicle 10. The value and at least one of the outputs M of the motor 38 may be reduced.

Preferably, at least one of the fourth traveling state of the human-powered vehicle 10 and the fourth traveling environment of the human-powered vehicle 10 includes information about the vehicle speed V of the human-powered vehicle 10. When both the control state of the motor 38 and the gear ratio R are changed, and when the vehicle speed V of the human-powered vehicle 10 decreases, the control unit 72 changes the control state of the motor 38 and then shifts the gear by the transmission 56. Change the ratio R. Preferably, when the control unit 72 changes both the control state of the motor 38 and the gear ratio R, and when the vehicle speed V of the human-powered vehicle 10 decreases, the control unit 72 controls the motor 38 after changing the gear ratio R. Change the state. Preferably, when the vehicle speed V of the human-powered vehicle 10 decelerates, the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 includes the case where the deceleration D becomes the first deceleration D1 or more.

For example, when the control unit 72 executes the first change process and the second change process, if the deceleration D is the first deceleration D1 or more, the control unit 72 executes the first change process and then the second change process. When the deceleration D is smaller than the first deceleration D1, the second change process is executed and then the first change process is executed. For example, when the control unit 72 executes the first change process and the second change process and controls the transmission 56 so as to reduce the gear ratio R, when the deceleration D is the first deceleration D1 or more. , The first change process is executed and then the second change process is executed. If the deceleration D is smaller than the first deceleration D1, the second change process is executed and then the first change process is executed.

A process in which the control unit 72 controls the motor 38 and the transmission 56 will be described with reference to FIG. For example, when power is supplied to the control unit 72, the control unit 72 starts processing and proceeds to step S41 of the flowchart shown in FIG. When the flowchart of FIG. 5 is completed, the control unit 72 repeats the process from step S41 after a predetermined cycle, for example, until the power supply is stopped.

In step S41, the control unit 72 determines whether or not to change both the control state of the motor 38 and the gear ratio R. The control unit 72 ends the process when both the control state of the motor 38 and the gear ratio R are not changed, or when only one of the control state and the gear ratio R of the motor 38 is changed.

When the control state of the motor 38 and the gear ratio R are changed in step S41, the control unit 72 shifts to step S42. In step S42, the control unit 72 determines the order of the first change process and the second change process according to at least one of the fourth running state and the fourth running environment, and proceeds to step S43.

In step S43, the control unit 72 executes the first change process and the second change process according to the order determined in step S42. After starting the second change process in step S43, the control unit 72 sets the motor to the control state of the motor 38 before executing the first change process when the first information matches the second information. The control state of 38 may be changed.

In the present embodiment, the deceleration D may be replaced with deceleration energy. The deceleration energy is represented by 1/2 x M x V ² . M may be the weight of the human-powered vehicle 10 or may be the total value of the weight of the human-powered vehicle 10 and the weight of the rider. Information on the weight of the human-powered vehicle 10 or information on the total value of the weight of the human-powered vehicle 10 and the weight of the rider is stored in the storage unit 74. The first deceleration D1 and the fifth deceleration D5 are changed to values corresponding to the deceleration energy. For example, in the case of decelerating from 10 km / h and the case of decelerating from 35 km / h, the deceleration energy is different even if the deceleration D is the same, so that the control unit 72 uses the deceleration energy to perform the first process and the third process. Or may be configured to change the order of the second process and the third process.

<Fourth Embodiment>
The control device 70 of the fourth embodiment will be described with reference to FIGS. 2 and 6. The control device 70 of the fourth embodiment includes the same configuration as the control device 70 of the first embodiment except that the processing of the flowchart of FIG. 6 is executed instead of the processing of the flowchart of FIG. Therefore, the configurations common to the first embodiment, the second embodiment, and the third embodiment of the control device 70 of the fourth embodiment are the first embodiment, the second embodiment, and the first embodiment. 3 The same reference numerals as those of the embodiment will be added, and duplicate description will be omitted.

In the present embodiment, the control unit 72 is configured to control the motor 38 and the transmission 56. When the first shift condition is satisfied, the control unit 72 causes the transmission 56 to change the gear ratio R in a state where the assist level by the motor 38 is reduced or the assist level by the motor 38 is maintained. When the second shift condition different from the first shift condition is satisfied, the control unit 72 changes the gear ratio R by the transmission 56 in a state where the assist level A by the motor 38 is increased.

Preferably, at least one of the first shift condition and the second shift condition is satisfied when the vehicle speed V of the human-powered vehicle 10 decreases. Preferably, one of the first shift condition and the second shift condition is satisfied when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is the second deceleration D2 or more. Preferably, the other of the first shift condition and the second shift condition is satisfied when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is less than the second deceleration D2. The second deceleration D2 is, for example, equal to the first deceleration D1.

A process in which the control unit 72 controls the motor 38 and the transmission 56 will be described with reference to FIG. For example, when power is supplied to the control unit 72, the control unit 72 starts processing and proceeds to step S51 of the flowchart shown in FIG. When the flowchart of FIG. 6 is completed, the control unit 72 repeats the process from step S51 after a predetermined cycle, for example, until the power supply is stopped.

In step S51, the control unit 72 determines whether or not the shift condition is satisfied. The control unit 72 determines that the shift condition is satisfied when the speed of the human-powered vehicle decreases by a speed equal to or higher than a predetermined speed. The predetermined speed is, for example, a speed in the range of 1 km / h to 10 km / h. When the shift condition is satisfied, the control unit 72 shifts to step S52. If the shift condition is not satisfied, the control unit 72 ends the process. In step S52, the control unit 72 determines whether or not the first shift condition is satisfied. When the first shift condition is satisfied, the control unit 72 shifts to step S53. In step S53, the control unit 72 changes the gear ratio R by the transmission 56 in the state where the assist level A is reduced or the assist level A is maintained, and ends the process.

When the assist level A is decreased in step S53, the control unit 72 may increase the assist level A when the change of the gear ratio R is completed. Preferably, when the assist level A is reduced in step S53, the control unit 72 returns to the assist level A before the assist level A is reduced when the change of the gear ratio R is completed.

If the first shift condition is not satisfied in step S52, the control unit 72 shifts to step S54. In step S54, the control unit 72 determines whether or not the second shift condition is satisfied. In step S54, the control unit 72 shifts to step S55 when the second shift condition is satisfied. In step S55, the control unit 72 changes the gear ratio R by the transmission 56 in a state where the assist level A is increased, and ends the process.

When the assist level A is increased in step S55, the control unit 72 may decrease the assist level A when the change of the gear ratio R is completed. Preferably, when the assist level A is increased in step S55, the control unit 72 returns to the assist level A before increasing the assist level A when the change of the gear ratio R is completed. Preferably, when the assist level A is increased in step S55, the control unit 72 returns to the assist level A immediately before increasing the assist level A when the change of the gear ratio R is completed.

If the second shift condition is not satisfied in step S54, the control unit 72 shifts to step S56. In step S56, the control unit 72 changes the gear ratio R by the transmission 56 while maintaining the assist level A, and ends the process.

<Fifth Embodiment>
The control device 70 of the fifth embodiment will be described with reference to FIGS. 7 to 9. The control device 70 of the fifth embodiment executes the processing of at least one flowchart of FIGS. 8 and 9 in addition to the processing of the flowchart of any one of FIGS. 3, 4, 5, and 6. Includes the same configuration as the control device 70 of any of the first to fourth embodiments. Therefore, the configurations common to the first to fourth embodiments of the control device 70 of the fifth embodiment are designated by the same reference numerals as those of the first to fourth embodiments, and the description overlaps. Is omitted.

The control unit 72 is configured to control the component 60 for the human-powered vehicle according to the information regarding the vehicle speed V of the human-powered vehicle 10. The component 60 includes at least one suspension device 62 and at least one of the adjustable seatpost 64.

The suspension device 62 includes an electric actuator for operating the suspension device 62. The suspension device 62 further includes a drive circuit that controls the electric power applied to the electric actuator. Electric actuators include electric motors. The electric motor included in the electric actuator may be replaced with a solenoid. The drive circuit drives the electric actuator in response to a control signal from the control unit 72.

The suspension device 62 includes at least one of the rear suspension device and the front suspension device 62A. The suspension device 62 absorbs the impact applied to the wheel 14. The suspension device 62 may be a hydraulic suspension or an air suspension. The suspension device 62 includes a first portion and a second portion that is fitted into the first portion and is movable relative to the first portion. The operating state of the suspension device 62 includes, for example, a locked state in which the relative movement between the first portion and the second portion is restricted, and an unlocked state in which the relative movement between the first portion and the second portion is permitted. .. The electric actuator switches the operating state of the suspension device 62. The locked state of the suspension device 62 may include a state in which the first portion and the second portion move slightly relative to each other when a strong force is applied to the wheel 14. The operating state of the suspension device 62 includes at least one of a plurality of operating states having different damping forces and a plurality of operating states having different stroke amounts in place of or in addition to the locked and unlocked states. May be good.

The rear suspension device is configured to be provided on the frame 18 of the human-powered vehicle 10. The rear suspension is provided between the frame body of the frame 18 and the swing arm that supports the rear wheels 14A. The rear suspension device absorbs the impact applied to the rear wheel 14A. The front suspension device 62A is configured to be provided between the frame 18 of the human-powered vehicle 10 and the front wheels 14B. The front suspension is provided on the front fork 30. The front suspension device 62A absorbs the impact applied to the front wheels 14B.

The adjustable seatpost 64 includes an electric actuator. The adjustable seatpost 64 further includes a drive circuit that controls the power applied to the electric actuator. Electric actuators include electric motors. The electric motor included in the electric actuator may be replaced with a solenoid. The drive circuit drives the electric actuator in response to a control signal from the control unit 72. The adjustable seatpost 64 is provided on the seat tube and is configured to change the height of the saddle. The adjustable seatpost 64 is an electric seatpost whose seatpost expands and contracts by the force of an electric actuator, or by controlling a valve by the force of an electric actuator, the seatpost is extended by the force of at least one of a spring and air, and is manually operated. Includes a mechanical seatpost that shrinks by adding. Mechanical seatposts include hydraulic seatposts or hydraulic and pneumatic seatposts.

When the component 60 includes at least one suspension device 62, for example, at least one suspension device 62 includes a front suspension device 62A and the control unit 72 reduces the number of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10. When the speed D is the third deceleration D3 or more, the front suspension device 62A is controlled so as to increase the hardness of the front suspension device 62A. The third deceleration D3 is, for example, equal to the first deceleration D1. The third deceleration D3 may have a larger value than the first deceleration D1.

A process of switching the control state in which the control unit 72 controls the front suspension device 62A will be described with reference to FIG. For example, when power is supplied to the control unit 72, the control unit 72 starts processing and proceeds to step S61 of the flowchart shown in FIG. When the flowchart of FIG. 8 is completed, the control unit 72 repeats the process from step S61 after a predetermined cycle, for example, until the power supply is stopped.

In step S61, the control unit 72 determines whether or not the deceleration D is the third deceleration D3 or more. The control unit 72 ends the process when the deceleration D is not equal to or higher than the third deceleration D3. When the deceleration D is the third deceleration D3 or more, the control unit 72 proceeds to step S62. In step S62, the control unit 72 controls the front suspension device 62A so as to increase the hardness of the front suspension device 62A, and ends the process. When the front suspension device 62A is in the unlocked state, the control unit 72 changes the front suspension device 62A to the locked state in step S62.

The control unit 72 increases the hardness of the front suspension device 62A when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is the third deceleration D3 or more and the sixth deceleration D6 or less. The front suspension device 62A may be configured to control the front suspension device 62A. The third deceleration D3 is equal to the first deceleration D1, and the sixth deceleration D6 is equal to the fifth deceleration D5.

When the component 60 includes the adjustable seatpost 64, for example, the control unit 72 may set the length of the adjustable seatpost 64 when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 becomes the fourth deceleration D4 or more. The adjustable seatpost 64 is controlled to reduce the speed. The fourth deceleration D4 is, for example, equal to the first deceleration D1. The fourth deceleration D4 may have a larger value than the first deceleration D1.

A process in which the control unit 72 controls the adjustable seatpost 64 will be described with reference to FIG. 9. For example, when power is supplied to the control unit 72, the control unit 72 starts processing and proceeds to step S63 of the flowchart shown in FIG. When the flowchart of FIG. 9 is completed, the control unit 72 repeats the process from step S63 after a predetermined cycle, for example, until the power supply is stopped.

In step S63, the control unit 72 determines whether or not the deceleration D is the fourth deceleration D4 or higher. The control unit 72 ends the process when the deceleration D is not equal to or higher than the fourth deceleration D4. When the deceleration D is the fourth deceleration D4 or more, the control unit 72 proceeds to step S64. In step S64, the control unit 72 controls the adjustable seatpost 64 so as to reduce the length of the adjustable seatpost 64, and ends the process.

The control unit 72 reduces the length of the adjustable seatpost 64 when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is 4th deceleration D4 or more and 7th deceleration D7 or less. The adjustable seatpost 64 may be configured to control the adjustable seatpost 64. The fourth deceleration D4 is equal to the first deceleration D1, and the seventh deceleration D7 is equal to the fifth deceleration D5.

<Modification example>
The description of the embodiments is an example of possible embodiments of the control device for a manpower driven vehicle according to the present disclosure, and is not intended to limit the embodiments. The control device for a human-powered vehicle according to the present disclosure may take, for example, a modification of the embodiment shown below and a combination of at least two modifications that do not contradict 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.

-The control unit 72 may determine YES when a predetermined first period has elapsed from the start of the first process or the third process, instead of step S15 in FIG. Instead of step S35 in FIG. 4, the control unit 72 may determine YES when a predetermined first period has elapsed since the start of the first process or the third process.

When the control unit 72 replaces or adds to at least one of step S20 in FIG. 3 and step S40 in FIG. 4, and a predetermined second period elapses after starting the second process or the third process. , YES may be determined. When the control unit 72 replaces or adds to at least one of step S20 in FIG. 3 and step S40 in FIG. 4, and a predetermined second period elapses from the start of the second process or the third process, It may be determined as YES.

-The processing of the flowcharts of FIGS. 8 and 9 of the fifth embodiment may be performed independently of the first to fourth embodiments.

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, 38 ... Motor, 56 ... Transmission, 60 ... Component, 62 ... Suspension device, 62A ... Front suspension device, 64 ... Adjustable seatpost, 70 ... Control device, 72 ... Control unit.

Claims (19)

It is a control device for human-powered vehicles.
It is equipped with a control unit that controls a motor that applies propulsive force to the human-powered vehicle.
The human-powered vehicle includes a transmission and includes a transmission.
The transmission is provided in the transmission path of the human-powered driving force in the human-powered vehicle, and is configured to change the gear ratio.
The control unit relates to the first information regarding the current gear ratio of the transmission and the gear ratio corresponding to at least one of the first traveling state of the human-powered vehicle and the first traveling environment of the human-powered vehicle. If it is different from the second information,
The first process, or the first process, to increase the assist level by the motor, the maximum value of the output of the motor, and at least one of the output of the motor.
A control device that performs a second process of reducing the assist level by the motor, the maximum value of the output of the motor, and at least one of the outputs of the motor. When the first information differs from the second information, the control unit determines the first information according to at least one of the second traveling state of the human-powered vehicle and the second traveling environment of the human-powered vehicle. The control device according to claim 1, wherein the process or the second process is executed. The control unit
It is configured to control the transmission and
The control device according to claim 1 or 2, wherein when the first information is different from the second information, the first information controls the transmission so as to match the second information. The control unit
It is configured to control the transmission and
When the first information is different from the second information, a third process of controlling the transmission so that the first information matches the second information is executed.
When the first process is executed, the third process is executed after the first process is executed, and when the first information matches the second information, the second process is executed.
When the second process is executed, the third process is executed after the second process is executed, and when the first information matches the second information, the first process is executed. Or the control device according to 2. The control unit
It is configured to control the transmission and
When the first information is different from the second information, a third process of controlling the transmission so that the first information matches the second information is executed.
When the first information is different from the second information, the first process and the third process are performed according to at least one of the third traveling state of the human-powered vehicle and the third traveling environment of the human-powered vehicle. The control device according to claim 1 or 2, wherein the order of the second processing and the third processing is changed. It is a control device for human-powered vehicles.
It includes a motor that applies propulsive force to a human-powered vehicle, and a control unit that is provided in the transmission path of the human-powered drive and is configured to control a transmission that changes the gear ratio.
The control unit
When changing both the control state of the motor and the gear ratio, the control state of the motor is changed according to at least one of the fourth running state of the human-powered vehicle and the fourth running environment of the human-powered vehicle. A control device that changes the order of the first change process for changing the gear ratio and the second change process for changing the gear ratio. 6. The control unit increases at least one of the assist level by the motor, the maximum value of the output of the motor, and the output of the motor in accordance with the decrease in the vehicle speed of the human-powered vehicle. Control device. 6. The control unit reduces at least one of the assist level by the motor, the maximum value of the output of the motor, and the output of the motor in accordance with the decrease in the vehicle speed of the human-powered vehicle. Control device. The control device according to any one of claims 6 to 8, wherein the fourth traveling state of the human-powered vehicle and at least one of the fourth traveling environments of the human-powered vehicle include information regarding the vehicle speed of the human-powered vehicle. When the control unit changes both the control state of the motor and the gear ratio, and when the vehicle speed of the human-powered vehicle decreases, the control unit changes the control state of the motor and then shifts the gear by the transmission. The control device according to claim 9, wherein the ratio is changed. When both the control state of the motor and the gear ratio are changed, and when the vehicle speed of the human-powered vehicle decreases, the control unit changes the control state of the motor after changing the gear ratio. , The control device according to claim 9. The control device according to claim 10 or 11, wherein when the vehicle speed of the human-powered vehicle is decelerated, the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or higher than the first deceleration. .. It is a control device for human-powered vehicles.
Includes a control unit configured to control a motor that imparts propulsion to a human-powered vehicle and a transmission that is provided in the transmission path of the human-powered drive of the human-powered vehicle and that changes the gear ratio. ,
The control unit
When the first shift condition is satisfied, the gear ratio is changed by the transmission in a state where the assist level by the motor is reduced or the assist level by the motor is maintained.
A control device that changes the gear ratio by the transmission in a state where the assist level by the motor is increased when the second shift condition different from the first shift condition is satisfied. 13. The control device according to claim 13, wherein one of the first shift condition and the second shift condition is satisfied when the vehicle speed of the human-powered vehicle decreases. 13. The control device described in. 14. Control device. The control unit is configured to control components for the human-powered vehicle in response to information about the vehicle speed of the human-powered vehicle.
The component is
At least one suspension device and
The control device according to any one of claims 1 to 16, comprising at least one of the adjustable seatposts. The component comprises the at least one suspension device.
The at least one suspension device includes a front suspension device.
The control unit controls the front suspension device so as to increase the hardness of the front suspension device when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or higher than the third deceleration. Item 17. The control device according to Item 17. The component includes the adjustable seatpost.
The control unit controls the adjustable seatpost so as to reduce the length of the adjustable seatpost when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is the fourth deceleration or more. Item 18. The control device according to Item 18.

Images