JP2022113793A - Control device for human-powered vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a human-powered vehicle that is able to optimally control a transmission.

SOLUTION: A control device for a human-powered vehicle includes a control unit that controls a transmission that changes a ratio of a drive wheel to a rotational speed of a crank of the human-powered vehicle. The control unit is configured such that a control state of the transmission can be switchable from a third control state to a fourth control state according to output from a detection unit that detects at least one of a human-powered force input to the human-powered vehicle, a posture of a rider, a posture of a vehicle body of the human-powered vehicle, a force applied to a handle of the human-powered vehicle, and a traveling state of the human-powered vehicle. In the third control state, the transmission is controlled so that the ratio is changed according to one of the traveling state of the human-powered vehicle and a traveling environment of the human-powered vehicle. In the fourth state, the transmission is controlled so that the ratio becomes larger than that in the third state according to at least one of the traveling state of the human-powered vehicle and the traveling environment of the human-powered vehicle.

SELECTED DRAWING: Figure 2

COPYRIGHT: (C)2022,JPO&INPIT

Description

The present disclosure relates to controllers for human powered vehicles.

A control device for a manpower-driven vehicle disclosed in Patent Document 1 controls a transmission according to a predetermined condition to change a gear ratio.

Japanese Patent Publication No. 10-511621

Although the manpower-driven vehicle control device controls the transmission in order to lighten the running load, other conditions are not examined at all.
SUMMARY OF THE INVENTION An object of the present disclosure is to provide a control device for a manpowered vehicle that can suitably control a transmission.

A control device for a manpowered vehicle according to a first aspect of the present disclosure includes a control unit that controls a transmission that changes a ratio of a rotation speed of a driving wheel to a rotation speed of a crank of the manpowered vehicle, the control unit comprising: The control state of the transmission is defined by the human-powered driving force input to the human-powered vehicle, the attitude of the rider, the attitude of the vehicle body of the human-powered vehicle, the force applied to the steering wheel of the human-powered vehicle, and the power of the human-powered vehicle. Operation of a shift operating unit configured to be switchable from a first control state to a second control state according to at least one of running states, and operable by a rider to change the ratio in the first control state. and controlling the transmission so as to change the ratio according to the second control state of the running state of the manpower-driven vehicle and the running environment of the manpower-driven vehicle without depending on the operation of the speed change operation unit. The transmission is controlled to increase the ratio in response to at least one.
According to the manpower-driven vehicle control device of the first aspect, in the second control state, the transmission is operated so that the ratio increases according to at least one of the running state of the manpower-driven vehicle and the running environment of the manpower-driven vehicle. Since it is controlled, when it is desired to increase the vehicle speed of the human-powered vehicle, the vehicle speed can be preferably increased. Therefore, the transmission can be suitably controlled.

In the control device for a manpower-driven vehicle according to the second aspect according to the first aspect, when the manpower driving force becomes equal to or greater than a first predetermined value, and when the value related to the amount of change in the manpower driving force is 2 When the value is equal to or greater than a predetermined value, the first control state is switched to the second control state, and the manpower driving force is the rotation speed of the crank, the torque of the manpower driving force, and the work of the manpower driving force. at least one of the rates.
According to the manpower-driven vehicle control device of the second aspect, the first control state is changed to the second control state by at least one of the rotation speed of the crank, the torque of the manpower driving force, and the power of the manpower driving force. You can switch.

In the control device for a manpowered vehicle according to the third aspect according to the first or second aspect, the control unit changes from the first control state to the second control state when the posture of the rider changes from sitting rowing to standing rowing. Switch to control state.
According to the control device for the manpowered vehicle of the third aspect, when the posture of the rider changes from sitting rowing to standing rowing, the control state can be switched from the first control state to the second control state.

In the control device for a manpowered vehicle according to any one of the first to third aspects, the posture of the vehicle body of the manpowered vehicle includes a roll angle of the vehicle body, and the control unit comprises: is greater than or equal to the first change amount, the control state is switched from the first control state to the second control state.
According to the control device for a manpower-driven vehicle of the fourth aspect, when the amount of change in the roll angle of the vehicle body reaches the first amount of change, the control state can be switched from the first control state to the second control state.

In the control device for a manpowered vehicle of the fifth aspect according to any one of the first to fourth aspects, the control unit is arranged such that the rearward force of the manpowered vehicle applied to the steering wheel of the manpowered vehicle is the first force. 3 When it becomes equal to or greater than the predetermined value, the control state is switched from the first control state to the second control state.
According to the manpower-driven vehicle control device of the fifth aspect, when the force applied to the steering wheel of the manpower-driven vehicle toward the rear of the manpower-driven vehicle reaches the third predetermined value or more, the first control state is changed to the first control state. It can switch to two control states.

In the sixth aspect manpowered vehicle control device according to any one of the first to fifth aspects, the running state of the manpowered vehicle includes acceleration of the manpowered vehicle, and the control unit controls the acceleration becomes a fourth predetermined value or more, and when the value related to acceleration becomes a fifth predetermined value or more, the control state is switched from the first control state to the second control state.
According to the manpower-driven vehicle control device of the sixth aspect, when the acceleration becomes equal to or greater than the fourth predetermined value and when the value related to acceleration becomes equal to or greater than the fifth predetermined value, the It can switch to two control states.

In the control device for a manpowered vehicle according to the seventh aspect according to the first to sixth aspects, the control unit shifts from the second control state to the second control state when the shift operation unit is operated in the second control state. 1 switch to the control state.
According to the control device for a manpower-driven vehicle of the seventh aspect, when the shift operation section is operated, the control state can be switched from the second control state to the first control state.

In the eighth aspect manpowered vehicle control device according to any one of the first to seventh aspects, the control unit, in the second control state, controls time, distance, position, speed, and Switching from the second control state to the first control state depends on a parameter relating to at least one of the rotational speeds.
According to the control device for a manpowered vehicle of the eighth aspect, the second control state to the first control state is controlled according to at least one parameter of time, distance, position, speed, and rotation speed of the crank. can be switched to

In the control device for a manpowered vehicle according to any one of the first to eighth aspects, the control unit, when switched from the first control state to the second control state, or When the second control state is switched to the first control state, the notification unit is controlled to notify the rider of the switching.
According to the manpower-driven vehicle control device of the ninth aspect, the rider can recognize the switching between the first control state and the second control state by the notification unit.

A control device for a manpowered vehicle according to a tenth aspect of the present disclosure includes a control unit that controls a transmission that changes a ratio of drive wheels to a rotation speed of a crank of the manpowered vehicle, the control unit comprising: The control state is defined as the human-powered driving force input to the manpowered vehicle, the attitude of the rider, the attitude of the vehicle body of the manpowered vehicle, the force applied to the steering wheel of the manpowered vehicle, and the running state of the manpowered vehicle. According to the output of a detection unit that detects at least one, the control state can be switched from a third control state to a fourth control state. controlling the transmission to change the ratio according to at least one driving environment, and controlling the transmission to at least one of the driving conditions of the manpowered vehicle and the driving environment of the manpowered vehicle in the fourth control state; Accordingly, the transmission is controlled so that the ratio tends to become larger than in the third control state.
According to the manpower-driven vehicle control device of the tenth aspect, in the fourth control state, the transmission is controlled so that the ratio becomes larger than in the third control state, so it is desirable to increase the vehicle speed of the manpower-driven vehicle. In this case, the vehicle speed can be preferably increased. Therefore, the transmission can be suitably controlled.

In the control device for a manpower-driven vehicle according to the 11th aspect, the control unit controls when the manpower driving force becomes equal to or greater than a first predetermined value, and when the value related to the amount of change in the manpower driving force 2 When the control state is equal to or greater than a predetermined value, the control state is switched from the third control state to the fourth control state, and the manpower driving force consists of the rotational speed of the crank, the torque of the manpower driving force, and the work of the manpower driving force. at least one of the rates.
According to the control device for a manpower-driven vehicle of the eleventh aspect, the third control state to the fourth control state according to at least one of the rotational speed of the crank, the torque of the manpower driving force, and the power of the manpower driving force can be switched to

In the 12th aspect according to the 10th or 11th aspect, in the control device for a manpowered vehicle according to the 10th or 11th aspect, when the posture of the rider changes from sitting rowing to standing rowing, the controller changes from the third control state to the fourth control state. Switch to control state.
According to the manpower-driven vehicle control device of the twelfth aspect, when the posture of the rider changes from sitting rowing to standing rowing, the control state can be switched from the third control state to the fourth control state.

In the control device for a manpowered vehicle according to any one of the tenth to twelfth aspects, the attitude of the vehicle body of the manpowered vehicle includes a roll angle of the vehicle body, and the control unit comprises: is greater than or equal to the first change amount, the control state is switched from the third control state to the fourth control state.
According to the control device for a manpower-driven vehicle of the thirteenth aspect, the control state can be switched from the third control state to the fourth control state when the amount of change in the roll angle is greater than or equal to the first amount of change.

In the fourteenth aspect of the control device for a manpowered vehicle according to any one of the tenth to thirteenth aspects, the control unit is arranged such that the rearward force of the manpowered vehicle applied to the steering wheel of the manpowered vehicle is a third force. 3 When it becomes equal to or greater than the predetermined value, the control state is switched from the third control state to the fourth control state.
According to the manpower-driven vehicle control device of the fourteenth aspect, when the force applied to the steering wheel of the manpower-driven vehicle toward the rear of the manpower-driven vehicle reaches or exceeds the third predetermined value, the third control state is changed to the fourth control. state can be switched.

In the fifteenth aspect manpowered vehicle control device according to any one of the tenth to fourteenth aspects, the running state of the manpowered vehicle includes acceleration of the manpowered vehicle, When the acceleration of the driving vehicle becomes equal to or greater than a fourth predetermined value, and when the value related to acceleration becomes equal to or greater than a fifth predetermined value, the control state is switched from the third control state to the fourth control state.
According to the manpower-driven vehicle control device of the fifteenth aspect, when the acceleration of the manpower-driven vehicle becomes equal to or greater than the fourth predetermined value and when the value related to acceleration becomes equal to or greater than the fifth predetermined value, the third control is performed. state to a fourth control state.

In the sixteenth aspect manpowered vehicle control device according to any one of the tenth to fifteenth aspects, the control unit, in the third control state, controls the running state of the manpowered vehicle and the changing the ratio so that a parameter relating to at least one driving environment is within a first range, and in the fourth control state, changing the ratio so that the parameter is within a second range different from the first range; to change
According to the manpower-driven vehicle control device of the sixteenth aspect, the parameter can be set within the first range in the third control state, and the parameter can be set within the second range in the fourth control state.

In the seventeenth aspect according to any one of the tenth to sixteenth aspects, in the control device for a manpowered vehicle, the controller, in the fourth control state, comprises a shift that can be operated by a rider to change the ratio. When the operation unit is operated, the control state is switched from the fourth control state to the third control state.
According to the control device for a manpower-driven vehicle of the seventeenth aspect, the control state can be switched from the fourth control state to the third control state when the shift operation unit is operated.

In the eighteenth aspect of the manpowered vehicle control device according to any one of the tenth to sixteenth aspects, the control unit controls time, distance, position, speed, and the crank in the fourth control state. Switching from the fourth control state to the third control state depends on a parameter relating to at least one of the rotational speeds.
According to the control device for a manpowered vehicle of the eighteenth aspect, the fourth control state to the third control according to at least one parameter of time, distance, position, speed, and rotation speed of the crank. state can be switched.

In the nineteenth aspect manpowered vehicle control device according to any one of the first to eighteenth aspects, the manpowered driving force input to the manpowered vehicle for switching the control state of the transmission, the rider's It further includes a storage unit for changeably storing at least one condition of an attitude, the attitude of the body of the manpowered vehicle, the force applied to the steering wheel of the manpowered vehicle, and the running state of the manpowered vehicle.
According to the control device for a manpower-driven vehicle of the nineteenth aspect, the conditions for switching the control state of the transmission can be changed according to the user's preference.

A manpowered vehicle control device according to a twentieth aspect of the present disclosure includes a control unit that controls a transmission that changes a ratio of a rotation speed of a driving wheel to a rotation speed of a crank of the manpowered vehicle, the control unit comprising: The control state of the transmission can be switched from a fifth control state to a sixth control state, and in the fifth control state, according to the operation of a shift operation unit that can be operated by the rider to change the ratio. controlling the transmission to change the ratio; in the sixth control state, controlling the transmission to change the ratio without operating the speed change operation unit; , the control state is switched from the fifth control state to the sixth control state without depending on the operation of the operation unit operable by the rider.
According to the control device for a manpower-driven vehicle of the twentieth aspect, the control section can be switched from the fifth control state to the sixth control state according to a predetermined condition without depending on the operation of the operation section that can be operated by the rider. can. Therefore, the transmission can be suitably controlled.

In the control device for a manpowered vehicle according to the twentieth aspect, the control unit, in the sixth control state, controls at least one of time, distance, position, speed, and rotational speed of the crank. is switched from the sixth control state to the fifth control state according to a parameter relating to
According to the manpowered vehicle control device of the 21st aspect, the sixth control state to the fifth control state are controlled according to at least one parameter of time, distance, position, speed, and rotation speed of the crank. can be switched to

A manpowered vehicle control device according to a twenty-second aspect of the present disclosure includes a control unit that controls a transmission that changes a ratio of a rotation speed of a drive wheel to a rotation speed of a crank of the manpowered vehicle, the control unit comprising: The seventh control state is switched to the eighth control state when at least one of the case where the shift operation unit that can be operated by the rider is operated to change the ratio and the case where the ratio reaches a predetermined ratio is established. In the seventh control state, the ratio is increased in accordance with at least one of a running state of the manpower-driven vehicle and a running environment of the manpower-driven vehicle without operating the shift operating unit. The transmission is controlled to change to one of direction and decreasing direction.
According to the manpower-driven vehicle control device of the twenty-second aspect, when at least one of the case where the shift operation unit is operated to change the ratio and the case where the ratio reaches the predetermined ratio is established, the control unit can be switched from the seventh control state to the eighth control state. Therefore, the transmission can be suitably controlled.

In the manpower-driven vehicle control device according to the twenty-second aspect, the control unit controls the manpower driving force input to the manpowered vehicle, the attitude of a rider, the attitude of the vehicle body of the manpowered vehicle, and the manpowered vehicle. The ninth control state can be switched to the seventh control state according to at least one of the force applied to the steering wheel of the vehicle and the running state of the human-powered vehicle, and in the ninth control state, the The transmission is controlled so as to change the ratio according to the operation of the gear shift operation section.
According to the manpower-driven vehicle control device of the twenty-third aspect, the human-powered driving force, the attitude of the rider, the attitude of the body of the manpowered vehicle, the force applied to the steering wheel of the manpowered vehicle, and the running state of the manpowered vehicle. Depending on at least one, a switch from the ninth control state to the seventh control state is possible.

In the manpowered vehicle control device according to the twenty-fourth aspect according to the twenty-third aspect, the ninth control state is the eighth control state.
According to the manpower-driven vehicle control device of the twenty-fourth aspect, the control program for the eighth control state and the control program for the ninth control state can be the same.

In the manpowered vehicle control device of the 25th aspect according to any one of the 22nd to 24th aspects, the predetermined ratio is one of the largest ratio and the smallest ratio that the manpowered vehicle can take. be.
According to the control device for a manpowered vehicle of the twenty-fifth aspect, when the ratio reaches one of the largest ratio and the smallest ratio that the manpowered vehicle can take, the control unit shifts from the seventh control state to the eighth control state. Can switch to control state.

The manpower-driven vehicle control device of the present disclosure can suitably control the transmission.

1 is a side view of a manpowered vehicle including a manpowered vehicle control device according to a first embodiment; FIG. 1 is a block diagram showing an electrical configuration of a controller for a manpowered vehicle according to a first embodiment; FIG. 3 is a flowchart of processing for switching between a first control state and a second control state, which is executed by the control unit in FIG. 2; FIG. 3 is a flow chart of processing for controlling the transmission in a second control state, which is executed by the controller in FIG. 2; FIG. 10 is a flowchart of processing for switching between a first control state and a second control state executed by a control unit according to the second embodiment; 8 is a flowchart of processing for controlling the transmission in a second control state, which is executed by the control unit of the second embodiment; FIG. 11 is a flowchart of processing for switching between a first control state and a second control state executed by a control unit according to a third embodiment; FIG. FIG. 11 is a flow chart of processing for controlling the transmission in a second control state, which is executed by the control unit of the third embodiment; FIG. FIG. 11 is a flowchart of processing for switching between a first control state and a second control state executed by a control unit according to a fourth embodiment; FIG. FIG. 11 is a flow chart of processing for controlling the transmission in a second control state, which is executed by the control unit of the fourth embodiment; FIG.

(First embodiment)
A human-powered vehicle control device 50 according to the first embodiment will be described with reference to FIGS. 1 to 4. FIG. Hereinafter, the human-powered vehicle control device 50 is simply referred to as the control device 50 . The control device 50 is provided in the manpowered vehicle 10 . The human-powered vehicle 10 is a vehicle that can be driven at least by human-powered driving force. Manpowered vehicle 10 includes, for example, a bicycle. The manpowered vehicle 10 is not limited in the number of wheels and includes, for example, unicycles and vehicles with 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, as well as electrically assisted bicycles (E-bikes). In the following embodiments, the manpowered vehicle 10 will be described as a bicycle.

As shown in FIG. 1 , manpowered vehicle 10 includes body 12 , crank 14 , and drive wheels 16 . Body 12 includes frame 18, front fork 20, handle 22A, and stem 22B. A human power driving force H is input to the crank 14 . The crank 14 includes a crankshaft 14A rotatable with respect to the frame 18 and crank arms 14B provided at axial ends of the crankshaft 14A. A pedal 24 is connected to each crank arm 14B. Drive wheel 16 is driven by rotation of crank 14 . A drive wheel 16 is supported by a frame 18 . The crank 14 and drive wheel 16 are connected by a drive mechanism 26 . The drive mechanism 26 includes a first rotor 28 coupled to the crankshaft 14A. The crankshaft 14A and the first rotor 28 may be coupled via a first one-way clutch. The first one-way clutch rotates the first rotating body 28 forward when the crank 14 rotates forward, and prevents the first rotating body 28 from rotating backward when the crank 14 rotates backward. The first rotating body 28 includes a sprocket, pulley, or bevel gear. Drive mechanism 26 further includes a second rotating body 30 and a connecting member 32 . The connecting member 32 transmits the rotational force of the first rotating body 28 to the second rotating body 30 . Coupling member 32 includes, for example, a chain, belt, or shaft.

The second rotating body 30 is connected to the driving wheels 16 . The second rotating body 30 includes a sprocket, pulley, or bevel gear. A second one-way clutch is preferably provided between the second rotor 30 and the driving wheel 16 . The second one-way clutch rotates the driving wheels 16 forward when the second rotating body 30 rotates forward, and prevents the driving wheels 16 from rotating backward when the second rotating body 30 rotates backward. .

Manpowered vehicle 10 includes front and rear wheels. A front wheel is attached to the frame 18 via a front fork 20 . A handlebar 22A is connected to the front fork 20 via a stem 22B. In the following embodiments, the driving wheels 16 are the rear wheels, but the driving wheels 16 may be the front wheels.

Manpowered vehicle 10 includes a transmission 34 . The transmission 34 is configured to be driven by an electric actuator 36 (see FIG. 2). The transmission 34 constitutes a transmission together with the electric actuator 36 . Electric actuator 36 includes an electric motor. Transmission 34 is used to change the ratio R of the rotational speed of drive wheels 16 to the rotational speed N of crank 14 . The transmission 34 is configured to change the ratio R stepwise. The electric actuator 36 causes the transmission 34 to perform a speed change operation. Transmission 34 is controlled by control unit 52 of control device 50 . The electric actuator 36 is communicably connected to the controller 52 by wire or wirelessly. The electric actuator 36 can communicate with the controller 52 by, for example, power line communication (PLC). The electric actuator 36 causes the transmission 34 to perform a speed change operation according to a control signal from the control unit 52 . Transmission 34 includes at least one of an internal transmission and an external transmission (derailleur). Transmission 34 includes at least one of rear transmission 34A and front transmission 34B. The rear transmission 34A changes the ratio of the rotation speed N of the crank 14 to the rotation speed N of the drive wheels 16 . Specifically, the rear transmission 34A changes the ratio of the radius of rotation of the second rotor 30 connected to the connecting member 32 to the radius of rotation of the driving wheels 16 . Transmission 34 may include a front transmission 34B. The front transmission 34B changes the ratio of the rotation speed N of the crank 14 to the rotation speed N of the drive wheels 16 . Specifically, the front transmission 34B changes the ratio of the radius of rotation of the first rotor 28 connected to the connecting member 32 to the radius of rotation of the crank 14 . Transmission 34 may include both rear transmission 34A and front transmission 34B.

The manpowered vehicle 10 includes a shift operation unit 38 for changing the ratio R. The shift operation unit 38 is provided, for example, on the handle 22A. The shift operation unit 38 is preferably a shifter. It is preferable that the shift operation unit 38 is provided for each of the rear transmission 34A and the front transmission 34B. The shift operating unit 38 is communicably connected to the control unit 52 by wire or wirelessly. The shift operating unit 38 can communicate with the control unit 52 by, for example, power line communication (PLC). The control unit 52 causes the transmission 34 to perform a speed change operation when the speed change operation unit 38 is operated.

As shown in FIG. 2 , manpowered vehicle 10 further includes battery 40 . Battery 40 includes one or more battery cells. A battery cell includes a rechargeable battery. The battery 40 supplies power to other electrical components provided in the manpowered vehicle 10 and electrically connected to the battery 40 by wires, such as the transmission 34 and the controller 50 . Battery 40 is communicably connected to controller 52 of controller 50 by wire or wirelessly. The battery 40 can communicate with the controller 52 by, for example, power line communication (PLC). The battery 40 may be attached to the outside of the frame 18 or at least partially housed inside the frame 18 .

The manpowered vehicle controller 50 includes a controller 52 . Control unit 52 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). Control unit 52 may include one or more microcomputers. The control unit 52 may include a plurality of processing units that are spaced apart at a plurality of locations. Control device 50 further includes storage unit 54 . The storage unit 54 stores various control programs and information used for various control processes. The storage unit 54 includes, for example, nonvolatile memory and volatile memory. The control unit 52 and the storage unit 54 are provided in the transmission 34, for example.

The control unit 52 controls the transmission 34 that changes the ratio R of the rotation speed of the drive wheels 16 to the rotation speed of the crank 14 of the manpowered vehicle 10 . The control unit 52 applies the control state of the transmission 34 to the manpower driving force H input to the manpowered vehicle 10, the attitude of the rider, the attitude of the vehicle body 12 of the manpowered vehicle 10, and the steering wheel 22A of the manpowered vehicle 10. It is configured to be switchable from the first control state to the second control state according to at least one of the force and the running state of the manpowered vehicle 10 . In the first control state, the control unit 52 controls the transmission 34 so as to change the ratio R according to the operation of the shift operation unit 38 that can be operated by the rider to change the ratio R. In the second control state, the control unit 52 increases the ratio R according to at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 without depending on the operation of the shift operating unit 38. It controls the transmission 34 .

In the second control state, the control unit 52 operates the transmission 34 so as to change the ratio R only in the increasing direction according to at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10. Control is preferred. When the control unit 52 controls the transmission 34 so as to change only the ratio R in the second control state so as to increase the ratio R, the control unit 52 controls the running state of the manpowered vehicle 10 and the manpowered vehicle 10 without depending on the operation of the shift operation unit 38. The transmission 34 is not controlled to decrease the ratio R in accordance with at least one driving environment of the vehicle 10 .

In the second control state, the control unit 52 adjusts the transmission 34 so that the ratio R increases when the condition for changing the ratio R regarding the parameter P regarding the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 is satisfied. to control. In the second control state, the control unit 52 controls the transmission 34 so that the ratio R increases when the parameter P regarding the running state and running environment of the manpowered vehicle 10 becomes equal to or greater than the first value.

The parameter P includes at least one of the manpower driving force H and the road gradient on which the manpower vehicle 10 travels. The manpower driving force H includes at least one of the rotational speed N of the crank 14, the torque HT of the manpower driving force H, and the power HW of the manpower driving force H. The power HW is obtained, for example, by multiplying the rotational speed N of the crank 14 by the torque HT. Appropriate values are set for the first value for each of the rotational speed N of the crank 14, the torque HT of the manpower driving force H, the power HW of the manpower driving force H, and the road gradient.

In the second control state, when the control unit 52 controls the transmission 34 so that the ratio R increases in accordance with the human driving force H, the control device 50 activates at least one of the crank rotation sensor 56 and the torque sensor 58. preferably included.

A crank rotation sensor 56 is used to detect the rotation speed N of the crank 14 of the manpowered vehicle 10 . The crank rotation sensor 56 is attached to the frame 18 of the manpowered vehicle 10, for example. The crank rotation sensor 56 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 14A or on the power transmission path between the crankshaft 14A and the first rotating body 28 . The crank rotation sensor 56 is communicably connected to the controller 52 by wire or wirelessly. The crank rotation sensor 56 outputs a signal corresponding to the rotational speed N of the crank 14 to the controller 52 . The crank rotation sensor 56 may be provided on a member that rotates integrally with the crankshaft 14A in the power transmission path of the manpower driving force H from the crankshaft 14A to the first rotor 28 . For example, the crank rotation sensor 56 may be provided on the first rotor 28 when the first one-way clutch is not provided between the crankshaft 14A and the first rotor 28 .

A torque sensor 58 is used to detect the torque HT of the manual driving force H. FIG. The torque sensor 58 is provided, for example, on the crankshaft 14A. The torque sensor 58 detects the torque of the manpower driving force H input to the crank 14 . For example, when the power transmission path is provided with the first one-way clutch, the torque sensor 58 is provided upstream of the first one-way clutch. Torque sensor 58 includes a strain sensor, a magnetostrictive sensor, or the like. A strain sensor includes a strain gauge. If the torque sensor 58 includes a strain sensor, the strain sensor is preferably provided on the outer circumference of the rotating body included in the power transmission path. Torque sensor 58 may include a wireless or wired communication unit. A communication unit of the torque sensor 58 is configured to communicate with the control unit 52 .

When the controller 52 controls the transmission 34 in the second control state so that the ratio R increases according to the road surface gradient, the controller 50 preferably includes the gradient sensor 60 .
The gradient sensor 60 is used to detect the road gradient on which the manpowered vehicle 10 travels. The slope sensor 60 includes a slope sensor that detects the pitch angle of the manpowered vehicle 10 . The tilt sensor can detect the pitch angle of the manpowered vehicle 10 as the road gradient on which the manpowered vehicle 10 travels. The road surface gradient on which the manpowered vehicle 10 travels can be detected by the pitch angle in the traveling direction of the manpowered vehicle 10 . The road surface gradient on which the manpowered vehicle 10 travels corresponds to the inclination angle of the manpowered vehicle 10 . Gradient sensor 60 includes a gradient sensor. An example of a tilt sensor is a gyro sensor or an acceleration sensor. In another example, gradient sensor 60 includes a GPS (Global positioning system) receiver. The control unit 52 calculates the road surface gradient of the road on which the manpowered vehicle 10 travels according to the GPS information acquired by the GPS receiving unit and the road surface gradient included in the map information prerecorded in the storage unit 54. may

When the condition for switching to the second control state is established in the first control state, the control unit 52 switches from the first control state to the second control state. The conditions for switching to the second control state include the control state of the transmission 34, the human-powered driving force H input to the manpowered vehicle 10, the attitude of the rider, the attitude of the vehicle body 12 of the manpowered vehicle 10, the It includes conditions related to at least one of the force applied to the steering wheel 22A and the running state of the manpowered vehicle 10. FIG.

The control device 50 controls the manpower driving force H input to the manpowered vehicle 10, the attitude of the rider, the attitude of the vehicle body 12 of the manpowered vehicle 10, the force applied to the handle 22A of the manpowered vehicle 10, and the manpowered vehicle 10. preferably includes a detection unit 62 that detects at least one of the running states of the vehicle. The control device 50 switches from the first control state to the second control state according to the output of the detection section 62 .

In the first example, the condition for switching to the second control state relates to the manpowered driving force H input to the manpowered vehicle 10 . When the human-powered driving force H becomes greater than or equal to the first predetermined value HX, and when the value of the change amount DH of the human-powered driving force H becomes greater than or equal to the second predetermined value DHX, the control unit 52 changes from the first control state. Switch to the second control state. The manpower driving force H includes at least one of the rotational speed N of the crank 14, the torque HT of the manpower driving force H, and the power HW of the manpower driving force H. The value related to the amount of change DH of the human driving force H includes the amount of change DH and one or more time-differentiated values of the amount of change DH. In this case, it is preferable that the detection unit 62 includes a first detection unit 64 capable of detecting the human-powered driving force H. FIG. Appropriate values are set for the first predetermined value HX for each of the rotation speed N of the crank 14, the torque HT of the manpower driving force H, and the power HW of the manpower driving force H. The second predetermined value DHX is appropriate for each of the amount of change DH in the rotation speed N of the crank 14, the amount of change DH in the torque HT of the manpower driving force H, and the amount of change DH in the power HW of the manpower driving force H. value is set. It is preferable that the first predetermined value HX and the second predetermined value DHX are each set to a value for determining when the rider intends to drive the manpowered vehicle 10 with a high exercise load. A case where the rider intends to run with a high exercise load is, for example, when sprinting in a race.

The first detection unit 64 detects the human power driving force H. As shown in FIG. If the human-powered driving force H includes at least one of values relating to the rotation speed N of the crank 14 and the amount of change DH of the rotation speed N of the crank 14, the first detection unit 64 preferably includes a crank rotation sensor. When the human-powered driving force H includes at least one of the torque HT and the value related to the change amount DH of the torque HT, the first detection unit 64 preferably includes a torque sensor. When the human-powered driving force H includes at least one of the power HW of the human-powered driving force H and the power HW, the first detection unit 64 preferably includes a torque sensor and a crank rotation angle sensor. In this case, the crank rotation sensor has the same configuration as the crank rotation sensor 56 and may be configured integrally with the crank rotation sensor 56 . Moreover, the torque sensor in this case has the same configuration as the torque sensor 58 and may be configured integrally with the torque sensor.

In a second example, the condition for switching to the second control state relates to the attitude of the rider. The control unit 52 switches from the first control state to the second control state when the posture of the rider changes from sitting rowing to standing rowing. In this case, the detector 62 preferably includes a second detector 66 that detects the parameter Q that changes depending on the rider's posture. When the parameter Q changes to a value corresponding to standing rowing in the first control state, the control unit 52 determines that the posture of the rider has changed from sitting rowing to standing rowing. In the first control state, the control unit 52 switches to the first control state when the parameter Q becomes a value at which the rider is standing and the rider tries to run the manpowered vehicle 10 with a high exercise load. It is further preferable to switch from to the second control state.

For example, the parameter Q includes the torque HT of the manpower driving force H. The magnitude of the torque HT of the human driving force H changes depending on whether the posture of the rider is sitting or standing. When the rider's posture is standing rowing, the torque HT of the human power driving force H becomes larger than when the rider's posture is sitting and rowing. Therefore, the controller 52 can determine the attitude of the rider according to the torque HT of the human-powered driving force H. FIG. In this case, the second detector 66 preferably includes a torque sensor. The torque sensor in this case has the same configuration as the torque sensor 58 and may be configured integrally with the torque sensor. The control unit 52 may determine that the rider is standing and rowing when the magnitude of the torque HT of the human-powered driving force H when the rotation phase of the crank 14 is within a predetermined range is greater than a predetermined value. The predetermined range preferably includes angles 90 degrees apart from top dead center and bottom dead center of the crank 14 .

For example, the parameter Q includes the relationship between changes in the human driving force H and changes in the phase of the crank 14 . The relationship between the change in the manpower driving force H and the phase change of the crank 14 of the manpowered vehicle 10 changes depending on whether the rider is sitting or standing. Specifically, the phase of the crank 14 at which the torque HT of the human driving force H peaks differs between when the rider is standing and when the rider is sitting. For example, when the phase of the crank 14 at which the torque of the human-powered driving force H reaches its peak corresponds to the case where the rider is standing and rowing, the controller 52 changes the rider's posture from sitting rowing to standing rowing. I judge that. In this case, the second detector 66 preferably includes a crank rotation sensor and a torque sensor. In this case, the crank rotation sensor has the same configuration as the crank rotation sensor 56 and may be configured integrally with the crank rotation sensor 56 . Moreover, the torque sensor in this case has the same configuration as the torque sensor 58 and may be configured integrally with the torque sensor.

For example, parameter Q includes variation DD of roll angle D of manpowered vehicle 10 . When the posture of the rider is standing rowing, the change amount DD of the roll angle D of the manpowered vehicle 10 is larger than when the rider is sitting and rowing. In this case, the second detector 66 preferably includes an inclination sensor. In this case, the tilt sensor has the same configuration as the tilt sensor of the tilt sensor 60 and may be configured integrally with the tilt sensor of the tilt sensor 60 .

In the third example, the condition for switching to the second control state relates to the attitude of the vehicle body 12 of the manpowered vehicle 10 . The attitude of the vehicle body 12 of the manpowered vehicle 10 includes the roll angle D of the vehicle body 12, and the controller 52 performs the first control when the change amount DD of the roll angle D of the vehicle body 12 becomes equal to or greater than the first change amount DDX. state to the second control state. In this case, the detection section 62 preferably includes a third detection section 68 that detects the roll angle D of the vehicle body 12 . The third detector 68 includes a tilt sensor. In this case, the tilt sensor has the same configuration as the tilt sensor of the tilt sensor 60 and may be configured integrally with the tilt sensor of the tilt sensor 60 . The tilt sensor of the third detector 68 may be a tilt sensor that does not detect the pitch angle. The first change amount DDX may be different from or the same as the parameter Q regarding the change amount DD of the roll angle D in the second example.

In a fourth example, the condition for switching to the second control state includes force applied to the steering wheel 22A of the manpowered vehicle 10. FIG. The control unit 52 switches from the first control state to the second control state when the force S toward the rear of the manpowered vehicle 10 applied to the steering wheel 22A of the manpowered vehicle 10 reaches or exceeds the third predetermined value SX. In this case, the detection unit 62 preferably includes a fourth detection unit 70 that detects the rearward force S of the manpowered vehicle 10 applied to the steering wheel 22A. The fourth detector 70 includes, for example, a pressure sensor provided on the handle 22A.

In the fifth example, the condition for switching to the second control state includes the driving state of the manpowered vehicle 10. FIG. The running state of the manpowered vehicle 10 includes the acceleration A of the manpowered vehicle 10, and the control unit 52 controls the acceleration A when it reaches a fourth predetermined value AX or more, and when the value DA related to the acceleration A reaches a fifth predetermined value. When the DAX or higher, the control state is switched from the first control state to the second control state. The value DA for the acceleration A includes, for example, one or more time differential values of the acceleration A. In this case, the detection section 62 preferably includes a fifth detection section 72 that detects the acceleration A. FIG.

The fifth detector 72 preferably includes a vehicle speed sensor. A vehicle speed sensor is used to detect the rotational speed of the wheels. The vehicle speed sensor outputs a signal corresponding to the rotational speed of the wheels. The control unit 52 calculates the speed V of the manpowered vehicle 10 based on the rotational speed of the wheels. The vehicle speed sensor preferably includes a magnetic lead that constitutes a reed switch or a Hall element. The vehicle speed sensor is attached to the chain stay of the frame 18 and detects magnets attached to the rear wheels. The control unit 52 can obtain the acceleration A by differentiating the velocity V or calculating the amount of change in the velocity V per predetermined time.

The control unit 52 switches from the first control state to the second control state when one or more conditions for switching from the first control state to the second control state exemplified in the first to fifth examples are established. You may make it switch to . The control unit 52 switches from the first control state to the second control state when two or more conditions for switching from the first control state to the second control state among the first to fifth examples are satisfied. It is preferable to switch to The control unit 52 controls the rider to apply a high exercise load to the manpowered vehicle 10 when two or more conditions for switching from the first control state to the second control state exemplified in the first to fifth examples are established. It is possible to accurately determine the case of trying to run with.

The control unit 52 may switch from the second control state to the first control state when a condition for switching to the first control state is satisfied in the second control state.

In one example, the condition for switching to the first control state relates to the operation of the shift operating section 38 . The control unit 52 switches from the second control state to the first control state when the shift operation unit 38 is operated in the second control state.

In another example, the condition for switching to the first control state relates to at least one of time, distance, position, speed V and rotational speed N of the crank. In the second control state, the control unit 52 switches from the second control state to the first control state according to parameters related to at least one of time, distance, position, speed V, and rotational speed N of the crank 14. switch. Specifically, the control unit 52 controls the time elapsed after switching from the first control state to the second control state, the distance traveled by the manpowered vehicle 10 after switching from the first control state to the second control state, the After switching from the first control state to the second control state, the amount of movement of the position of the manpowered vehicle 10, the position of the manpowered vehicle 10 in geographical coordinates, the speed V of the manpowered vehicle 10, and the rotation speed N of the crank 14 Switching from the second control state to the first control state in response to at least one.

The control unit 52 causes the notification unit 74 to notify the rider of the switching when the control state is switched from the first control state to the second control state or when the control state is switched from the second control state to the first control state. may be controlled. In this case, it is preferable that the manpowered vehicle 10 further includes a notification unit 74 . The notification unit 74 includes, for example, a cycle computer. The notification unit 74 may be an external device that can communicate with the control unit 52 . External devices include, for example, portable devices such as smartphones. The notification unit 74 includes at least one of a display unit and a speaker, and notifies the rider of switching between the first control state and the second control state through display on the display unit, audio output from the speaker, or the like.

The storage unit 54 stores the manpower driving force H input to the manpowered vehicle 10, the attitude of the rider, the attitude of the vehicle body 12 of the manpowered vehicle 10, and the steering wheel 22A of the manpowered vehicle 10 for switching the control state of the transmission 34. At least one of the force applied to and the running state of the manpowered vehicle 10 may be stored in a changeable manner. Specifically, the storage unit 54 stores the determination value included in the switching condition to the second control state in a changeable manner. In addition, the storage unit 54 stores a changeable determination value included in the condition for switching to the first control state. The user can change each determination value via the operation unit or the like. The operation unit is provided in, for example, the cycle computer, an external device, or the like.

Processing for switching between the first control state and the second control state will be described with reference to FIG. When power is supplied from the battery 40 to the control unit 52, the control unit 52 starts processing and proceeds to step S11 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the process from step S11 at predetermined intervals.

In step S11, the control unit 52 determines whether or not it is in the first control state. In the case of the first control state, the control unit 52 proceeds to step S12. In step S12, the control unit 52 determines whether or not the condition for switching to the second control state is satisfied. If the condition for switching to the second control state is not satisfied, the control unit 52 ends the process. If the condition for switching to the second control state is satisfied, the controller 52 proceeds to step S13. The control unit 52 switches to the second control state in step S13, and terminates the process.

When the control unit 52 determines in step S11 that the state is not the first control state, the process proceeds to step S14. In step S14, the control unit 52 determines whether or not the condition for switching to the first control state is satisfied. If the condition for switching to the first control state is not satisfied, the control unit 52 ends the process. If the condition for switching to the first control state is satisfied, the controller 52 proceeds to step S15. In step S15, the control unit 52 switches to the first control state and ends the process.

A process of changing the ratio R in the second control state will be described with reference to FIG. When power is supplied from the battery 40 to the control unit 52, the control unit 52 starts processing and proceeds to step S21 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the process from step S21 at predetermined intervals.

In step S21, the control unit 52 determines whether or not it is in the second control state. If the control unit 52 is not in the second control state, the process ends. In the case of the second control state, the control unit 52 proceeds to step S22.

In step S22, the control unit 52 determines whether or not the conditions for changing the ratio R are satisfied. If the condition for changing the ratio R is not satisfied, the control unit 52 terminates the process. When the condition for changing the ratio R is satisfied, the control unit 52 proceeds to step S23. In step S23, the control unit 52 controls the transmission 34 and terminates the process.

When the rider intends to drive the manpowered vehicle 10 with a high exercise load, the control unit 52 switches from the first control state to the second control state, thereby making it easier to increase the ratio R, thereby increasing the manpowered vehicle 10. Velocity V can be increased. In this case, the rider can increase the ratio R without using the speed change operation unit 38, so it is difficult for the rider to feel annoyed. Therefore, it can contribute to usability.

(Second embodiment)
A control device 50 of the second embodiment will be described with reference to FIGS. 2, 5, and 6. FIG. The control device 50 of the second embodiment is the same as the control device 50 of the first embodiment except that the control unit 52 can switch between the third control state and the fourth control state. The same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

The control unit 52 applies the control state of the transmission 34 to the manpower driving force H input to the manpowered vehicle 10, the attitude of the rider, the attitude of the vehicle body 12 of the manpowered vehicle 10, and the steering wheel 22A of the manpowered vehicle 10. The control state can be switched from the third control state to the fourth control state according to the output of the detection unit 62 that detects at least one of the force and the running state of the manpowered vehicle 10 . In the third control state, the control unit 52 controls the transmission 34 so as to change the ratio R according to at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 . In the fourth control state, the control unit 52 adjusts the transmission 34 so that the ratio R tends to be larger than in the third control state according to at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10. to control. In the third control state, the control unit 52 may change the ratio R according to the operation of the speed change operation unit 38 in addition to the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 .

In the third control state, the control unit 52 shifts gears so as to change the ratio R when the first change condition of the ratio R regarding the parameter P regarding the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 is satisfied. machine 34; In the fourth control state, the control unit 52 shifts gears so as to change the ratio R when the second change condition of the ratio R regarding the parameter P regarding the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 is satisfied. machine 34;

In the third control state, the control unit 52 changes the ratio R so that the parameter P relating to at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 is within the first range. In a controlled state, the ratio R is changed so that the parameter P is within a second threshold range different from the first range.

The parameter P used in the first change condition for the ratio R in the third control state and the second change condition for the ratio R in the fourth control state is at least one of the human-powered driving force H and the road gradient on which the human-powered vehicle 10 travels. including.

When the parameter P includes the rotation speed N of the crank 14, the control unit 52 controls the ratio R to increase when the rotation speed N of the crank 14 exceeds the upper limit value of the first range in the third control state. and the transmission 34 is controlled so that the ratio R becomes smaller when the rotation speed N of the crank 14 becomes smaller than the lower limit value of the first range. When the parameter P includes the rotation speed N of the crank 14, the control unit 52 controls the ratio R to increase when the rotation speed N of the crank 14 exceeds the upper limit value of the second range in the fourth control state. , the transmission 34 is controlled so that the ratio R becomes smaller when the rotation speed N of the crank 14 becomes smaller than the lower limit value of the second range. In this case, controller 50 preferably includes a crank rotation sensor 56 . In this case, the upper limit of the second range is preferably smaller than the upper limit of the first range. The lower limit of the second range may be smaller than the lower limit of the first range, or may be equal to or greater than the lower limit of the first range.

When the parameter P includes the torque HT of the manpower driving force H, the controller 52 controls the transmission 34 so that the ratio R becomes smaller when the torque HT becomes larger than the upper limit value of the first range in the third control state. is controlled, and the transmission 34 is controlled so that the ratio R increases when the torque HT becomes smaller than the lower limit value of the first range. When the parameter P includes the torque HT of the manpower driving force H, the controller 52 controls the transmission 34 so that the ratio R becomes smaller when the torque HT becomes larger than the upper limit value of the second range in the fourth control state. is controlled, and the transmission 34 is controlled so that the ratio R increases when the torque HT becomes smaller than the lower limit value of the second range. In this case, controller 50 preferably includes torque sensor 58 . In this case, the lower limit of the second range is preferably smaller than the lower limit of the first range. The upper limit of the second range may be smaller than the upper limit of the first range, or may be greater than or equal to the upper limit of the first range.

When the parameter P includes the road surface gradient, the control unit 52 controls the transmission 34 so that the ratio R becomes smaller when the road surface gradient becomes larger than the upper limit value of the first range in the third control state. When the gradient becomes smaller than the lower limit of the first range, the transmission 34 is controlled so that the ratio R becomes larger. When the parameter P includes the road surface gradient, the control unit 52 controls the transmission 34 so that the ratio R becomes smaller when the road surface gradient becomes larger than the upper limit value of the second range in the fourth control state. When the slope becomes smaller than the lower limit value of the second range, the transmission 34 is controlled so that the ratio R becomes large. In this case, controller 50 preferably includes a gradient sensor 60 . In this case, the lower limit of the second range is preferably smaller than the lower limit of the first range. The upper limit of the second range may be smaller than the upper limit of the first range, or may be greater than or equal to the upper limit of the first range.

When the condition for switching to the fourth control state is established in the third control state, the control unit 52 switches from the third control state to the fourth control state. The conditions for switching to the fourth control state preferably include the same conditions as the conditions for switching to the second control state in the first embodiment.

In the first example, the condition for switching to the fourth control state relates to the manpowered driving force H input to the manpowered vehicle 10 . When the human-powered driving force H becomes equal to or greater than a first predetermined value HX, and when the value related to the change amount DH of the human-powered driving force H becomes equal to or greater than a second predetermined value DHX, the control unit 52 changes from the third control state. Switch to the fourth control state. The manpower driving force H includes at least one of the rotational speed N of the crank 14, the torque HT of the manpower driving force H, and the power HW of the manpower driving force H. The value related to the amount of change DH of the human driving force H includes the amount of change DH and one or more time-differentiated values of the amount of change DH. In this case, it is preferable that the detection unit 62 includes a first detection unit 64 capable of detecting the human-powered driving force H. FIG. Appropriate values are set for the first predetermined value HX for each of the rotation speed N of the crank 14, the torque HT of the manpower driving force H, and the power HW of the manpower driving force H. The second predetermined value DHX is appropriate for each of the amount of change DH in the rotation speed N of the crank 14, the amount of change DH in the torque HT of the manpower driving force H, and the amount of change DH in the power HW of the manpower driving force H. value is set. It is preferable that the first predetermined value HX and the second predetermined value DHX are each set to a value for determining when the rider intends to drive the manpowered vehicle 10 with a high exercise load.

In a second example, the condition for switching to the fourth control state relates to the attitude of the rider. The control unit 52 switches from the third control state to the fourth control state when the posture of the rider changes from sitting rowing to standing rowing. In this case, the detector 62 preferably includes a second detector 66 that detects the parameter Q that changes depending on the rider's posture. In the third control state, when the parameter Q changes to a value corresponding to standing rowing, the control unit 52 determines that the posture of the rider has changed from sitting rowing to standing rowing. In the third control state, the control unit 52 enters the third control state when the parameter Q has a value at which the rider is standing and the rider intends to run the manpowered vehicle 10 with a high exercise load. to the fourth control state.

In the third example, the condition for switching to the fourth control state relates to the attitude of the vehicle body 12 of the manpowered vehicle 10 . The posture of the vehicle body 12 of the manpowered vehicle 10 includes the roll angle D of the vehicle body 12, and when the amount of change DD in the roll angle D of the vehicle body 12 is greater than or equal to the first amount of change DDX, the control unit 52 performs the third control. state to the fourth control state. In this case, the detection section 62 preferably includes a third detection section 68 that detects the roll angle D of the vehicle body 12 .

In a fourth example, the condition for switching to the fourth control state includes force applied to the steering wheel 22A of the manpowered vehicle 10. FIG. The control unit 52 switches from the third control state to the fourth control state when the force S directed toward the rear of the manpowered vehicle 10 applied to the steering wheel 22A of the manpowered vehicle 10 exceeds the third predetermined value SX. In this case, the detection unit 62 preferably includes a fourth detection unit 70 that detects the rearward force S of the manpowered vehicle 10 applied to the steering wheel 22A.

In the fifth example, the condition for switching to the fourth control state includes the driving state of the manpowered vehicle 10. FIG. The running state of the manpowered vehicle 10 includes the acceleration A of the manpowered vehicle 10, and the controller 52 controls the value DA is greater than or equal to the fifth predetermined value DAX, the control state is switched from the third control state to the fourth control state. The value DA for the acceleration A includes, for example, one or more time differential values of the acceleration A. In this case, the detection section 62 preferably includes a fifth detection section 72 that detects the acceleration A. FIG.

The control unit 52 may switch from the second control state to the first control state when the condition for switching to the third control state is satisfied in the fourth control state. The conditions for switching to the third control state preferably include the same conditions as the conditions for switching to the third control state in the first embodiment.

In one example, the control unit 52 switches from the fourth control state to the third control state when the shift operating unit 38 operable by the rider is operated to change the ratio R in the fourth control state.

In another example, the control unit 52 changes from the fourth control state to the third control state according to a parameter related to at least one of time, distance, position, speed V, and rotational speed of the crank 14 in the fourth control state. Switch to control state. Specifically, the control unit 52 controls the time elapsed after switching from the third control state to the fourth control state, the distance traveled by the manpowered vehicle 10 after switching from the third control state to the fourth control state, the After switching from the third control state to the fourth control state, the amount of movement of the position of the manpowered vehicle 10, the position of the manpowered vehicle 10 in geographical coordinates, the speed V of the manpowered vehicle 10, and the rotation speed N of the crank 14 Switching from a fourth control state to a third control state in response to at least one.

Processing for switching between the third control state and the fourth control state will be described with reference to FIG. When power is supplied from the battery 40 to the control unit 52, the control unit 52 starts processing and proceeds to step S31 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the process from step S31 at predetermined intervals.

In step S31, the control unit 52 determines whether or not it is in the third control state. In the case of the third control state, the controller 52 proceeds to step S32. In step S32, the control unit 52 determines whether or not the conditions for switching to the fourth control state are satisfied. If the condition for switching to the fourth control state is not satisfied, the control unit 52 ends the process. If the condition for switching to the fourth control state is satisfied, the controller 52 proceeds to step S33. The control unit 52 switches to the fourth control state in step S33, and terminates the process.

If the controller 52 determines in step S31 that the current state is not the third control state, the process proceeds to step S34. In step S34, the control unit 52 determines whether or not the conditions for switching to the third control state are satisfied. If the condition for switching to the third control state is not satisfied, the control unit 52 ends the process. If the condition for switching to the third control state is satisfied, the controller 52 proceeds to step S35. In step S35, the control unit 52 switches to the third control state and terminates the process.

Referring to FIG. 6, processing for changing the ratio R in the third control state and the fourth control state will be described. When power is supplied from the battery 40 to the control unit 52, the control unit 52 starts processing and proceeds to step S41 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the process from step S41 at predetermined intervals.

In step S41, the control unit 52 determines whether or not it is in the third control state. In the case of the third control state, the control unit 52 proceeds to step S42. In step S42, the control unit 52 determines whether or not the first change condition for the ratio R is satisfied. If the first change condition for the ratio R is not satisfied, the control unit 52 ends the process. If the first change condition for the ratio R is satisfied, the control unit 52 proceeds to step S43. In step S43, the control unit 52 controls the transmission 34 and ends the process.

In step S41, if the control unit 52 is not in the third control state, the process proceeds to step S44. In step S44, the control unit 52 determines whether or not the second change condition for the ratio R is satisfied. If the second condition for changing the ratio R is not satisfied, the control unit 52 terminates the process. If the second change condition for the ratio R is satisfied, the control unit 52 proceeds to step S45. In step S45, the control unit 52 controls the transmission 34 and ends the process.

(Third Embodiment)
A control device 50 of the third embodiment will be described with reference to FIGS. 2, 7, and 8. FIG. The control device 50 of the third embodiment is the same as the control device 50 of the first embodiment except that the control unit 52 can switch between the fifth control state and the sixth control state. The same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

The control unit 52 is configured to be able to switch the control state of the transmission 34 from the fifth control state to the sixth control state. In the fifth control state, the control unit 52 controls the transmission 34 so as to change the ratio R according to the operation of the shift operation unit 38 that can be operated by the rider to change the ratio R. In the sixth control state, the control unit 52 controls the transmission 34 so as to change the ratio R without depending on the operation of the shift operating unit 38 . The control unit 52 switches from the fifth control state to the sixth control state according to a predetermined condition, regardless of the operation of the operation unit operable by the rider. The manpowered vehicle 10 preferably does not include an operation unit for switching from the fifth control state to the sixth control state. The manpowered vehicle 10 may include an operation unit for switching from the fifth control state to the sixth control state. Also in this case, even if the operation unit is not operated, the control unit 52 switches from the fifth control state to the sixth control state according to a predetermined condition. If the manpowered vehicle 10 includes an operation unit for switching from the fifth control state to the sixth control state, the operation unit is provided in a cycle computer, for example.

In the sixth control state, the control unit 52 controls the transmission 34 to change the ratio R according to the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 . The third change condition for the ratio R of the manpowered vehicle 10 in the sixth control state is the change condition for the ratio R in the second control state of the first embodiment, and the first change condition for the ratio R in the third control state of the second embodiment. It is preferable to include the same condition as either the change condition or the second control condition for the ratio R in the fourth control state of the second embodiment.

The predetermined condition may include the same condition as the condition for switching to the second control state in the first embodiment, or may include other conditions. The predetermined condition includes, for example, a condition that allows determination of a situation in which the rider feels that the operation of the shift operating unit 38 is troublesome. One example of a situation in which the rider finds the operation of the shift operating unit 38 troublesome is when the rider attempts to drive the manpowered vehicle 10 with a high exercise load.

The control unit 52 switches from the sixth control state to the fifth control state when the condition for switching to the fifth control state is satisfied in the sixth control state. The conditions for switching to the fifth control state preferably include the same conditions as the conditions for switching to the first control state in the first embodiment. For example, in the sixth control state, the control unit 52 changes from the sixth control state to the fifth control state according to a parameter related to at least one of time, distance, position, speed V, and rotational speed of the crank 14 . switch to

Processing for switching between the fifth control state and the sixth control state will be described with reference to FIG. When power is supplied from the battery 40 to the control unit 52, the control unit 52 starts processing and proceeds to step S51 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the process from step S51 at predetermined intervals.

In step S51, the control unit 52 determines whether or not it is in the fifth control state. In the case of the fifth control state, the control unit 52 proceeds to step S52. In step S52, the control unit 52 determines whether or not a predetermined condition is satisfied. If the predetermined condition is not satisfied, the control unit 52 terminates the process. If the predetermined condition is satisfied, the controller 52 proceeds to step S53. The control unit 52 switches to the sixth control state in step S53, and terminates the process.

When the control unit 52 determines in step S51 that the state is not the fifth control state, the process proceeds to step S54. In step S54, the control unit 52 determines whether or not the conditions for switching to the fifth control state are satisfied. If the condition for switching to the fifth control state is not satisfied, the control unit 52 ends the process. If the condition for switching to the fifth control state is satisfied, the control unit 52 proceeds to step S55. In step S55, the control unit 52 switches to the fifth control state and terminates the process.

Referring to FIG. 8, the process of changing the ratio R in the fifth control state and the sixth control state will be described. When power is supplied from the battery 40 to the control unit 52, the control unit 52 starts processing and proceeds to step S61 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the process from step S61 at predetermined intervals.

In step S61, the control unit 52 determines whether or not it is in the fifth control state. In the case of the fifth control state, the controller 52 proceeds to step S62. In step S62, the control unit 52 determines whether or not the shift operation unit 38 has been operated. The control unit 52 terminates the process when the shift operating unit 38 is not operated. When the shift operation unit 38 is operated, the control unit 52 proceeds to step S63. In step S63, the control unit 52 controls the transmission 34 and ends the process. Specifically, the transmission 34 is controlled so as to correspond to the operation content of the shift operating unit 38 .

In step S61, if the control unit 52 is not in the fifth control state, the process proceeds to step S64. In step S64, the control unit 52 determines whether or not the third change condition for the ratio R is satisfied. If the third change condition for the ratio R is not satisfied, the control unit 52 terminates the process. If the third change condition for the ratio R is satisfied, the control unit 52 proceeds to step S65. In step S65, the control unit 52 controls the transmission 34 and ends the process.

(Fourth embodiment)
A control device 50 of the third embodiment will be described with reference to FIGS. 2, 9, and 10. FIG. The control device 50 of the third embodiment is the same as the control device 50 of the first embodiment except that the control unit 52 can switch between the seventh control state and the eighth control state. The same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

The control unit 52 performs the seventh control when at least one of the case where the shift operation unit 38 operable by the rider is operated to change the ratio R and the case where the ratio R reaches the predetermined ratio RX is established. It is configured to be switchable from the state to the eighth control state. In the seventh control state, the control unit 52 increases the ratio R according to at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 without depending on the operation of the shift operating unit 38. and control the transmission 34 to change to any one of the directions of decreasing and decreasing. The control unit 52 controls the transmission 34 to increase the ratio R in the seventh control state, when the shift operation unit 38 is operated, and when the ratio R reaches the predetermined ratio RX. Until at least one of the cases is established, the ratio R is changed in the direction of decreasing in accordance with at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 without depending on the operation of the shift operation unit 38. It does not control the transmission 34 to do so. In the seventh control state, the control unit 52 controls the transmission 34 so as to decrease the ratio R, when the shift operation unit 38 is operated, and when the ratio R reaches the predetermined ratio RX. Until at least one of the cases is established, the ratio R is changed to increase in accordance with at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 without operating the shift operation unit 38. It does not control the transmission 34 to do so.

Predetermined ratio RX is one of the largest ratio R and the smallest ratio R that transmission 34 can take. When the manpowered vehicle 10 includes a plurality of transmissions 34 and the controller 52 controls the plurality of transmissions 34, the maximum ratio R that the transmission 34 can take is a combination of the plurality of transmissions 34. is the maximum gear ratio of The largest ratio R that the transmission 34 can take is the maximum gear ratio of one of the multiple transmissions 34, even if the manpowered vehicle 10 includes multiple transmissions 34. may In this case, in the seventh control state, the control unit 52 performs a plurality of shifts in accordance with at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 without operating the shift operation unit 38. The transmission 34 is controlled to increase the ratio R of one of the transmissions 34, and when this transmission 34 reaches the maximum transmission ratio, the seventh control state is changed to the eighth control state. switch. The largest ratio R that the transmission 34 can take is the minimum transmission ratio of the combination of the multiple transmissions 34, if the manpowered vehicle 10 includes multiple transmissions 34. The smallest ratio R that the transmission 34 can take is the minimum gear ratio of one of the multiple transmissions 34, even if the manpowered vehicle 10 includes multiple transmissions 34. may In this case, in the seventh control state, the control unit 52 performs a plurality of shifts in accordance with at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 without operating the shift operation unit 38. The transmission 34 is controlled to change the ratio R of one transmission 34 out of the gears 34 in the direction of decreasing, and when this transmission 34 reaches the minimum gear ratio, the seventh control state is changed to the eighth control state. switch.

When the control unit 52 controls the transmission 34 to increase the ratio R in the seventh control state, when the ratio R reaches the maximum ratio R that the transmission 34 can take, the eighth control switch to state.

When the control unit 52 controls the transmission 34 so as to decrease the ratio R in the seventh control state, when the ratio R reaches the smallest ratio R that the transmission 34 can take, the eighth control is performed. switch to state.

The control unit 52 controls the manpower driving force input to the manpowered vehicle 10, the attitude of the rider, the attitude of the vehicle body 12 of the manpowered vehicle 10, the force applied to the handle 22A of the manpowered vehicle 10, and the manpowered vehicle 10. It is configured to be switchable from the ninth control state to the seventh control state according to at least one of the running states. In the ninth control state, the control unit 52 controls the transmission 34 so as to change the ratio R according to the operation of the shift operating unit 38 . Preferably, the ninth control state is the eighth control state.

The ninth control state and the eighth control state are preferably the same control states as the first control state of the first embodiment. The seventh control state is preferably the same control state as the second control state of the first embodiment. The eighth control state may be the same control state as the third control state of the second embodiment. In this case, in the eighth control state, the control unit 52 adjusts the ratio R according to at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 without depending on the operation of the speed change operation unit 38. Control the transmission 34 to change. In addition, in the eighth control state, the control unit 52 changes the ratio R according to at least one of the running state of the manpowered vehicle 10 and the running environment of the manpowered vehicle 10 and the operation of the shift operating unit 38. , the transmission 34 may be controlled.

The conditions for switching from the seventh control state to the eighth control state preferably include the same conditions as the conditions for switching from the second control state to the first control state of the first control state in the first embodiment. The conditions for switching from the eighth control state to the seventh control state and the conditions for switching from the ninth control state to the seventh control state are the same as the conditions for switching from the first control state to the second control state in the first embodiment. It preferably contains the same conditions.

Processing for switching between the seventh control state and the eighth control state will be described with reference to FIG. When power is supplied from the battery 40 to the control unit 52, the control unit 52 starts processing and proceeds to step S71 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the process from step S71 at predetermined intervals.

In step S71, the control unit 52 determines whether or not it is in the seventh control state. In the case of the seventh control state, the controller 52 proceeds to step S72. In step S72, control unit 52 determines whether or not shift operation unit 38 has been operated and/or ratio R has reached predetermined ratio RX. The control unit 52 terminates the process when the shift operation unit 38 is not operated and when the ratio R has not reached the predetermined ratio RX.

If the shift operation unit 38 is operated and/or the ratio R reaches the predetermined ratio RX in step S72, the control unit 52 proceeds to step S73. The control unit 52 switches to the eighth control state in step S73, and terminates the process.

In step S72, the control unit 52 may proceed to step S73 when the shift operating unit 38 is operated, and when the ratio R reaches the largest possible ratio R of the manpowered vehicle 10, the step The process may proceed to S73, or may proceed to step S73 when the ratio R reaches the smallest ratio R that the manpowered vehicle 10 can take.

When the control unit 52 determines in step S71 that the control state is not the seventh control state, the process proceeds to step S74. In step S74, the control unit 52 determines whether or not the conditions for switching to the seventh control state are satisfied. If the condition for switching to the seventh control state is not satisfied, the control unit 52 ends the process. If the condition for switching to the seventh control state is satisfied, the controller 52 proceeds to step S55. In step S75, the control unit 52 switches to the seventh control state and terminates the process.

Referring to FIG. 10, the process of changing the ratio R in the seventh control state and the eighth control state will be described. When power is supplied from the battery 40 to the control unit 52, the control unit 52 starts processing and proceeds to step S81 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the process from step S81 at predetermined intervals.

In step S81, the control unit 52 determines whether or not it is in the seventh control state. In the case of the seventh control state, the controller 52 proceeds to step S82.

In step S82, the control unit 52 determines whether or not the condition for changing the ratio R is satisfied. If the condition for changing the ratio R is not satisfied, the control unit 52 terminates the process. If the condition for changing the ratio R is satisfied, the control unit 52 proceeds to step S83. In step S83, the control unit 52 controls the transmission 34 and terminates the process.

In step S81, if the control unit 52 is not in the seventh control state, the process proceeds to step S84. In step S84, the control unit 52 determines whether or not the shift operation unit 38 has been operated. The control unit 52 terminates the process when the shift operating unit 38 is not operated. When the shift operation unit 38 is operated, the control unit 52 proceeds to step S84. In step S85, the control unit 52 controls the transmission 34 and terminates the process. Specifically, the transmission 34 is controlled so as to correspond to the operation content of the shift operating unit 38 .

(Modification)
The above description of the embodiment is an example of a form that the manpowered vehicle control device according to the present disclosure can take, and is not intended to limit the form. The manpowered vehicle control device according to the present disclosure may take a form in which, for example, modifications of the above-described embodiment shown below and at least two modifications not contradicting each other are combined. In the following modified examples, the same reference numerals as in the embodiment are given to the parts that are common to the embodiment, and the description thereof is omitted.

- Operation of the shift operating unit 38 in the second control state of the first embodiment, the fourth control state of the second embodiment, the sixth control state of the third embodiment, and the seventh control state of the fourth embodiment. The transmission 34 may be controlled so as to change the ratio R in response to . In the second control state of the first embodiment, the fourth control state of the second embodiment, the sixth control state of the third embodiment, and the seventh control state of the fourth embodiment, the control unit 52 operates the shift operation unit In the case of controlling the transmission 34 so as to increase the ratio R without depending on the operation of 38, the control state may be switched when the shift operation unit 38 is operated to decrease the ratio R. . In the seventh control state of the fourth embodiment, when the control unit 52 controls the transmission 34 so as to decrease the ratio R without depending on the operation of the shift operating unit 38, the shift operating unit 38 increases the ratio R. The control state may be switched when an operation for is performed.

- In the second control state of the first embodiment and the fourth control state of the second embodiment, the control unit 52 controls the transmission to reduce the ratio R when the parameter P becomes equal to or less than the second value. 34 may be controlled.

- The second condition for changing the ratio R in the fourth control state of the second embodiment may include the same condition as the condition for changing the ratio R in the second control state of the first embodiment. In this case, when the parameter P of the first change condition for the ratio R in the third control state is greater than the upper limit value of the first range, the control unit 52 reduces the ratio R and reduces the ratio R in the fourth control state. is greater than or equal to the first value, the ratio R is increased. Therefore, in the fourth control state, the ratio R tends to be larger than in the third control state.

- In the second embodiment, the control unit 52 may cause the notification unit 74 to notify switching between the third control state and the fourth control state.

- In the third embodiment, the control unit 52 may cause the notification unit 74 to notify switching between the fifth control state and the sixth control state.

- In the fourth embodiment, the control unit 52 may cause the notification unit 74 to notify switching between the seventh control state and the eighth control state.

DESCRIPTION OF SYMBOLS 10... Human-powered vehicle 12... Vehicle body 14... Crank 16... Drive wheel 22A... Handle 34... Transmission 38... Shift operation part 50... Control device for human-powered vehicle 52... Control part 54... Storage unit, 62...Detection unit, 74...Notification unit.

Claims (10)

including a control unit for controlling a transmission that changes the ratio of the drive wheels to the rotational speed of the crank of the manpowered vehicle;
The control unit
The control state of the transmission is defined by the human-powered driving force input to the human-powered vehicle, the attitude of the rider, the attitude of the vehicle body of the human-powered vehicle, the force applied to the steering wheel of the human-powered vehicle, and the human-powered vehicle. is configured to be switchable from the third control state to the fourth control state according to the output of the detection unit that detects at least one of the running states of
controlling the transmission to change the ratio in accordance with at least one of a running condition of the manpowered vehicle and a running environment of the manpowered vehicle in the third control state;
In the fourth control state, the transmission is controlled according to at least one of a running state of the manpower-driven vehicle and a running environment of the manpower-driven vehicle so that the ratio tends to become larger than in the third control state. , controllers for man-powered vehicles. When the manpower driving force becomes equal to or greater than a first predetermined value and when the value related to the amount of change in the manpower driving force becomes equal to or greater than a second predetermined value, the control unit shifts from the third control state to the third control state. 4 Switch to the control state,
2. The control device for a manpowered vehicle according to claim 1, wherein said manpower driving force includes at least one of rotational speed of said crank, torque of said manpower driving force, and power of said manpower driving force. 3. The controller for a manpowered vehicle according to claim 1, wherein the controller switches from the third control state to the fourth control state when the posture of the rider changes from sitting rowing to standing rowing. The attitude of the vehicle body of the manpowered vehicle includes a roll angle of the vehicle body,
4. The control unit according to any one of claims 1 to 3, wherein the control unit switches from the third control state to the fourth control state when the amount of change in the roll angle of the vehicle body is greater than or equal to the first change amount. controller for human powered vehicles. 3. The control unit switches from the third control state to the fourth control state when a force applied to a steering wheel of the manpowered vehicle toward the rear of the manpowered vehicle reaches or exceeds a third predetermined value. 5. The manpowered vehicle control device according to any one of claims 1 to 4. The running state of the manpowered vehicle includes acceleration of the manpowered vehicle,
The control unit changes from the third control state to the fourth control state when the acceleration of the manpowered vehicle becomes equal to or greater than a fourth predetermined value and when the value related to the acceleration becomes equal to or greater than a fifth predetermined value. 6. The controller for a manpowered vehicle according to any one of claims 1 to 5, wherein the controller switches to . In the third control state, the control unit changes the ratio so that a parameter related to at least one of a running state of the manpowered vehicle and a running environment of the manpowered vehicle is within a first range, and 7. A controller for a manpowered vehicle according to any one of the preceding claims, wherein in four control states the ratio is changed such that the parameter is within a second range different from the first range. 2. The control unit switches from the fourth control state to the third control state when a shift operation unit operable by a rider is operated to change the ratio in the fourth control state. 8. The manpowered vehicle control device according to any one of items 7 to 7. The control unit, in the fourth control state, changes from the fourth control state to the third control state according to a parameter related to at least one of time, distance, position, speed, and rotation speed of the crank. 8. The controller for a manpowered vehicle according to any one of claims 1 to 7, wherein the control device switches to . The human-powered driving force input to the human-powered vehicle, the attitude of the rider, the attitude of the vehicle body of the human-powered vehicle, the force applied to the steering wheel of the human-powered vehicle, and the 10. The control device for a manpowered vehicle according to any one of claims 1 to 9, further comprising a storage section for changeably storing conditions relating to at least one running state of the manpowered vehicle.

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