JP2023054237A - Controlling device for man-power drive vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controlling device for a man-power drive vehicle capable of contributing to comfortable travelling of the man-power drive vehicle.

SOLUTION: A control device for a man-power drive vehicle is used for the man-power drive vehicle. The man-power drive vehicle includes: a crank, a driving wheel driven by rotating the crank in a predetermined rotation direction; a change gear for changing the ratio of a rotation speed of the driving wheel to the rotation speed of the crank; and a resistance adjusting part capable of adjusting the resistance of the crank to a man-power driving force added to the crank. The control device for the man-power drive vehicle includes a first control part constituted to control the resistance adjusting part so that the crank resistance becomes large when the ratio is changed.

SELECTED DRAWING: Figure 3

COPYRIGHT: (C)2023,JPO&INPIT

Description

The present invention relates to a controller for a manpowered vehicle.

2. Description of the Related Art A human-powered vehicle control device used in a human-powered vehicle is known. Conventional man-powered vehicle controllers control various components mounted on the man-powered vehicle. Patent Literature 1 discloses an example of a conventional control device for a manpowered vehicle.

Japanese Patent Publication No. 10-511621

It is desirable that a passenger riding in a human-powered vehicle can travel comfortably.
One of the objects of the present invention is to provide a human-powered vehicle control device that can contribute to comfortable running of a human-powered vehicle.

A manpowered vehicle control device according to a first aspect of the present disclosure is a manpowered vehicle control device used in a manpowered vehicle, wherein the manpowered vehicle rotates a crank and the crank in a predetermined rotational direction. and a drag force adjustment unit capable of adjusting a drag force of the crank with respect to the human-powered driving force applied to the crank, wherein the control device for the man-powered vehicle controls the rotation of the crank according to the predetermined rotation. A first control unit is configured to control the drag force adjuster so that the drag force of the crank increases in accordance with the running state of the manpowered vehicle when the crank is rotating in the direction.
According to the manpower-driven vehicle control device of the first aspect, since the drag of the crank is adjusted, it can contribute to the comfortable running of the manpower-driven vehicle.

In the manpowered vehicle control device of the second aspect according to the first aspect of the present disclosure, the running state is at least one of the rotation speed of the crank, the manpower driving force, and the wheel rotation speed of the manpowered vehicle. including.
According to the manpower-driven vehicle control device of the second aspect, the drag adjustment unit is suitably controlled in accordance with the running state of the manpower-driven vehicle, which contributes to comfortable running of the manpower-driven vehicle.

In the control device for a manpower-driven vehicle according to the second aspect of the present disclosure, the first control unit sets the amount of change in rotational speed of the crank to a first value or more, and sets the manpower driving force to a second value. is less than the value of, the drag adjusting unit is configured to increase the drag of the crank.
The human-powered vehicle control device of the third aspect can contribute to comfortable running of the human-powered vehicle.

In the fourth aspect manpowered vehicle control device according to the second or third aspect of the present disclosure, the first control unit satisfies a predetermined relationship between the rotation speed of the crank and the rotation speed of the wheel. If not, it is configured to control the drag force adjuster so as to increase the drag force of the crank.
According to the manpower-driven vehicle control device of the fourth aspect, it is possible to contribute to comfortable running of the manpower-driven vehicle.

In the fifth aspect manpowered vehicle control device according to any one of the second to fourth aspects of the present disclosure, the first control unit adjusts the rotation speed of the crank and the rotation speed of the wheel in advance. When the prescribed relationship is not satisfied and the manpower driving force is less than a third value, the resistance adjuster is configured to increase the resistance of the crank.
According to the manpower-driven vehicle control device of the fifth aspect, it is possible to contribute to comfortable running of the manpower-driven vehicle.

In the sixth aspect manpowered vehicle control device according to any one of the second to fifth aspects of the present disclosure, the first control unit controls that the rotation speed of the crank is a fourth value or more, and the manpower When the driving force is less than a fifth value, the control unit is configured to control the drag force adjuster such that the drag force of the crank increases.
According to the manpower-driven vehicle control device of the sixth aspect, it is possible to contribute to comfortable running of the manpower-driven vehicle.

In the seventh aspect manpowered vehicle control device according to any one of the first to sixth aspects of the present disclosure, the manpowered vehicle changes the ratio of the rotational speed of the driving wheel to the rotational speed of the crank. further includes a transmission for
The human-powered vehicle control device of the seventh aspect can contribute to comfortable running of the human-powered vehicle.

In the manpowered vehicle control device of the eighth aspect according to the seventh aspect of the present disclosure, the rotational speed of the crank, the running speed of the manpowered vehicle, the running resistance of the manpowered vehicle, the manpowered driving force, and the manpower It further includes a second controller configured to control the transmission in response to at least one lean condition of the drive vehicle.
According to the manpower-driven vehicle control device of the eighth aspect, the transmission is preferably controlled, which contributes to comfortable running of the manpower-driven vehicle.

In the ninth aspect of the manpowered vehicle control device according to the eighth aspect of the present disclosure, the second control unit controls the drag adjusting unit such that the first control unit increases the drag of the crank. and the first control unit reduces the drag force of the crank generated by the drag force adjustment unit after the second control unit completes the gear shift by the transmission. Controls the drag force adjuster.
According to the manpower-driven vehicle control device of the ninth aspect, the state in which the drag force adjustment unit is controlled so as to increase the drag force of the crank is continued until the speed change by the transmission is completed. It can contribute to running.

A manpowered vehicle control device according to a tenth aspect of the present disclosure is a manpowered vehicle control device used in a manpowered vehicle, wherein the manpowered vehicle rotates a crank and the crank in a predetermined rotational direction. a transmission for changing the ratio of the rotation speed of the drive wheel to the rotation speed of the crank; and a drag capable of adjusting the drag of the crank against the human power applied to the crank an adjustment unit, wherein the manpowered vehicle control device comprises a first control unit configured to control the drag force adjustment unit such that the drag force of the crank increases when the ratio is changed. include.
According to the manpower-driven vehicle control device of the tenth aspect, since the drag of the crank is adjusted, it can contribute to the comfortable running of the manpower-driven vehicle.

In the eleventh aspect of the manpowered vehicle control device according to the tenth aspect of the present disclosure, the first control unit controls the drag force of the crank in at least one of when the ratio decreases and when the ratio increases. is increased.
The human-powered vehicle control device of the eleventh aspect can contribute to comfortable running of the human-powered vehicle.

In the manpowered vehicle control device of the twelfth aspect according to the tenth or eleventh aspect of the present disclosure, the rotation speed of the crank, the running speed of the manpowered vehicle, the running resistance of the manpowered vehicle, the manpowered driving force, and and a second controller configured to control the transmission in response to at least one leaning condition of the manpowered vehicle.
According to the manpower-driven vehicle control device of the twelfth aspect, the transmission is preferably controlled, which contributes to comfortable running of the manpower-driven vehicle.

In the thirteenth aspect manpowered vehicle control device according to any one of the first to twelfth aspects of the present disclosure, the drag adjustment unit includes an electric motor connected to the crank, and the first control unit comprises: , configured to adjust the drag of the crank by causing the electric motor to generate a rotational torque.
According to the manpower-driven vehicle control device of the thirteenth aspect, the drag force of the crank can be preferably adjusted.

In the manpowered vehicle control device of the fourteenth aspect according to the thirteenth aspect of the present disclosure, the electric motor is configured to generate the rotational torque by regenerative braking.
According to the manpower-driven vehicle control device of the fourteenth aspect, the drag force of the crank can be preferably adjusted.

In the manpowered vehicle control apparatus of the fifteenth aspect according to the thirteenth or fourteenth aspect of the present disclosure, the electric motor is configured to assist propulsion of the manpowered vehicle.
According to the manpowered vehicle control device of the fifteenth aspect, one electric motor has a function of assisting the propulsion force of the manpowered vehicle and a function of adjusting the drag force of the crank, so that the manpowered vehicle can be configured simply. can.

In the man-powered vehicle control device of the sixteenth aspect according to the fifteenth aspect of the present disclosure, the first control section is configured to control the electric motor according to the man-powered driving force.
According to the manpower-driven vehicle control device of the sixteenth aspect, the electric motor can be preferably controlled.

In the manpower-driven vehicle control device of the seventeenth aspect according to the sixteenth aspect of the present disclosure, the first control unit assists the propulsion force of the manpower-driven vehicle when the manpower driving force is equal to or greater than a sixth value. When the manpower driving force is less than a seventh value, the electric motor is configured to be controllable so as not to assist the propulsion force of the manpower driving vehicle.
According to the manpower-driven vehicle control device of the seventeenth aspect, the electric motor can be preferably controlled.

In the manpowered vehicle control device of the eighteenth aspect according to any one of the thirteenth to seventeenth aspects of the present disclosure, the electric motor is provided near the crank.
According to the manpower-driven vehicle control device of the eighteenth aspect, the manpower-driven vehicle can be configured simply.

In the manpowered vehicle control apparatus of the nineteenth aspect according to any one of the thirteenth to eighteenth aspects of the present disclosure, the electric motor is connected to the crank via a two-way clutch or a direct coupling clutch.
According to the manpower-driven vehicle control device of the nineteenth aspect, the electric motor and the crank can be preferably connected.

In the twentieth aspect manpowered vehicle control device according to any one of the first to nineteenth aspects of the present disclosure, the drag adjustment unit includes a braking device configured to brake wheels of the manpowered vehicle. wherein the first control unit is configured to adjust the drag of the crank by causing the braking device to brake the wheel.
According to the manpower-driven vehicle control device of the twentieth aspect, the drag force of the crank can be preferably adjusted.

In the control apparatus for a manpowered vehicle of the twenty-first aspect according to the twentieth aspect of the present disclosure, the wheels include the drive wheels, and the braking device is configured to brake the drive wheels.
According to the manpower-driven vehicle control device of the 21st aspect, the drag force of the crank can be preferably adjusted.

The human-powered vehicle control device of the present disclosure can contribute to comfortable running of the human-powered vehicle.

1 is a side view of a manpowered vehicle including a manpowered vehicle control device according to a first embodiment; FIG. The block diagram which shows an example of the power transmission path of the manpower-driven vehicle of FIG. FIG. 2 is a block diagram showing connection relationships between the manpowered vehicle control device of FIG. 1 and various elements; FIG. 4 is a flowchart showing an example of control executed by a second control unit in FIG. 3; FIG. FIG. 4 is a flowchart showing an example of control executed by a first control unit in FIG. 3; FIG. FIG. 10 is a flowchart showing an example of control executed by a first control unit in a control device for a manpowered vehicle according to a second embodiment; FIG. FIG. 11 is a flowchart showing an example of control executed by a first control unit in a control device for a manpowered vehicle according to a third embodiment; FIG. 11 is a flow chart showing an example of control executed by a first control unit in a controller for a manpowered vehicle according to a fourth embodiment; 11 is a flowchart showing an example of control executed by a first control unit in a control device for a manpowered vehicle according to a fifth embodiment; 14 is a flowchart showing an example of control executed by a first control unit in a control device for a manpowered vehicle according to a sixth embodiment; 11 is a flow chart showing an example of control executed by a first control unit in a control device for a manpowered vehicle according to a seventh embodiment; FIG. 11 is a flowchart showing an example of control executed by a first control unit in a control device for a manpowered vehicle according to an eighth embodiment; FIG. 11 is a flowchart showing an example of control executed by a first control unit in a control device for a manpowered vehicle according to a ninth embodiment; The block diagram which shows an example of the power transmission path of the human-powered vehicle of a modification.

(First embodiment)
A controller 60 for a manpowered vehicle according to the first embodiment will be described with reference to FIGS. 1 to 3. FIG. The manpowered vehicle control device 60 is hereinafter simply referred to as the control device 60 . The control device 60 is used in the manpowered vehicle 10 . The manpowered vehicle 10 is a vehicle that can be driven by at least a manpowered driving force HP. 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, recumbent bikes, and the like. The bicycle includes an electric bicycle (E-bike) powered by an electric motor 42A. Electric bicycles include electrically assisted bicycles whose propulsion is assisted by an electric motor 42A. In the following embodiments, the human powered vehicle 10 is described as a bicycle having two wheels 16 .

As shown in FIG. 1 , manpowered vehicle 10 includes frame 12 , front forks 14 , wheels 16 and handlebars 18 . In one example, the manpowered vehicle 10 includes a crank 20, a driving wheel 16B driven by rotating the crank 20 in a predetermined rotational direction, and a resistance of the crank 20 to the manpower driving force HP applied to the crank 20 can be adjusted. and a drag adjuster 40 . A human power driving force HP is input to the crank 20 . The crank 20 includes a crankshaft 20A rotatable with respect to the frame 12, and crank arms 20B provided at both ends in the axial direction of the crankshaft 20A. A pair of pedals 22 are individually connected to each crank arm 20B. Drive wheel 16B is driven by rotation of crank 20 in a predetermined rotational direction. The predetermined direction of rotation is, for example, the direction in which the crank 20 is rotated to move the manpowered vehicle 10 forward. The drive wheels 16B are supported by the frame 12. As shown in FIG. A drive mechanism 24 connects the crank 20 and the drive wheel 16B.

The drive mechanism 24 includes a first rotor 26 coupled to the crankshaft 20A. The first rotating body 26 includes a sprocket, pulley, or bevel gear. Drive mechanism 24 further includes a connecting member 28 and a second rotor 30 . The connecting member 28 transmits the rotational force of the first rotating body 26 to the second rotating body 30 . Coupling member 28 includes, for example, a chain, belt, or shaft. The second rotating body 30 is connected to the drive wheel 16B. The second rotating body 30 includes a sprocket, pulley, or bevel gear. A one-way clutch 32 is provided between the second rotor 30 and the drive wheel 16B. The one-way clutch 32 is configured to rotate the driving wheel 16B forward when the second rotating body 30 rotates forward, and prevent the driving wheel 16B from rotating backward when the second rotating body 30 rotates backward. A human-powered driving force HP applied to the pedals 22 by a passenger riding in the manpowered vehicle 10 is transmitted to the drive wheels 16B via the first rotating body 26, the connecting member 28, and the second rotating body 30. As shown in FIG.

Wheels 16 include driven wheels 16A and drive wheels 16B. In this embodiment, the front wheels of the manpowered vehicle 10 are driven wheels 16A, and the rear wheels of the manpowered vehicle 10 are drive wheels 16B. A front wheel is attached to the frame 12 via a front fork 14 . A rear wheel is attached to the rear end 12A of the frame 12 . Handlebar 18 is connected to frame 12 via stem 18A. In the following embodiment, the front wheels are the driven wheels 16A and the rear wheels are the drive wheels 16B, but the front wheels may be the drive wheels 16B and the rear wheels may be the driven wheels 16A.

The manpowered vehicle 10 further includes a transmission 34 for changing the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the cranks 20 . The ratio of the rotation speed of the driving wheels 16B to the rotation speed RC of the crank 20 is synonymous with the gear ratio GR of the manpowered vehicle 10. FIG. Transmission 34 includes a transmission 36 and an electric actuator 34 A configured to drive transmission 36 . Transmission 36 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal transmission. Transmission 36 includes a front derailleur, a rear derailleur, an internal transmission, or any combination of a front derailleur, a rear derailleur, and an internal transmission. Electric actuator 34A includes an electric motor.

In this embodiment, transmission 36 includes a front derailleur 36A and a rear derailleur 36B. In this embodiment, the first rotating body 26 and the second rotating body 30 include multiple sprockets. The front derailleur 36A is provided near the first rotor 26 . As the front derailleur 36A is driven, the sprocket of the first rotor 26 around which the connecting member 28 is wound is changed, and the gear ratio GR of the manpowered vehicle 10 is changed. Rear derailleur 36B is provided at rear end 12A of frame 12 . As the rear derailleur 36B is driven, the sprocket of the second rotating body 30 around which the connecting member 28 is wound is changed, and the gear ratio GR of the manpowered vehicle 10 is changed. In one example, the corresponding transmission 34 is driven according to the operation of the gear shift operation device 34B. The transmission 34 operates by power supplied from a battery 38 mounted on the manpowered vehicle 10 or by power supplied from a dedicated power supply mounted on the transmission 34 . When transmission 36 includes an internal transmission, the internal transmission is provided, for example, at the hub of drive wheel 16B. The electric actuator 34A may be omitted from the transmission 34. In this case, the speed change operation device 34B and the transmission 36 are connected via, for example, a Bowden cable. In this embodiment, the electric actuator 34A is controlled by a second controller 66, which will be described later. The electric actuator 34A is connected to the second control section 66 by wire or wirelessly, for example.

The transmission 34 has a plurality of gear stages. The front derailleur 36A has one or more gear stages. The number of gear stages that the front derailleur 36A has corresponds to the number of sprockets of the first rotating body 26. As shown in FIG. Rear derailleur 36B has one or more gear stages. The number of gear stages that the rear derailleur 36B has corresponds to the number of sprockets of the second rotor 30 . The number of gear stages that the transmission 34 has is determined by the product of the number of gear stages that the front derailleur 36A has and the number of gear stages that the rear derailleur 36B has. In one example, the gear ratio GR of the manpowered vehicle 10 is changed by changing the gear stage of the transmission 34 . The gear ratio GR of the manpowered vehicle 10 is the number of teeth of the sprocket of the first rotor 26 corresponding to the gear stage of the front derailleur 36A and the number of teeth of the sprocket of the second rotor 30 corresponding to the gear stage of the rear derailleur 36B. determined by the relationship of

Manpowered vehicle 10 further includes a drive unit 42 that assists the propulsion of manpowered vehicle 10 . The drive unit 42 operates, for example, according to the human power driving force HP applied to the pedal 22 . Drive unit 42 includes an electric motor 42A. Electric motor 42A is provided near crank 20 . Electric motor 42A is connected to crank 20 . The drive unit 42 operates with electric power supplied from a battery 38 mounted on the manpowered vehicle 10 . Electric motor 42A may be provided in drive wheel 16B.

Manpowered vehicle 10 further includes a braking device 44 configured to apply a braking force to wheels 16 . In this embodiment, the manpowered vehicle 10 is provided with two braking devices 44 respectively corresponding to the front wheels and the rear wheels. The braking device 44 is configured to brake the wheels 16 of the manpowered vehicle 10 . The two braking devices 44 have, for example, the same configuration. The braking device 44 includes, for example, a rim braking device that brakes the rim 16C of the manpowered vehicle 10 . In one example, in response to operation of brake lever 46, corresponding braking device 44 is driven mechanically and/or electrically. The braking device 44 includes a braking portion 44A and an electric actuator 44B configured to drive the braking portion 44A. The electric actuator 44B is controlled by a first control section 62, which will be described later. The electric actuator 44B is connected to the first controller 62, for example, by wire or wirelessly.

When the braking device 44 is electrically driven, the braking device 44 is powered by power supplied from the battery 38 mounted on the manpowered vehicle 10 or powered by a dedicated power supply mounted on the braking device 44. works by When the braking device 44 is electrically driven, the braking device 44 uses power supplied from the battery 38 mounted on the manpowered vehicle 10 and power supplied from a dedicated power supply mounted on the braking device 44. may operate by both The braking device 44 may include a disc brake device, a band brake device, or a roller brake device that brakes a disc brake rotor mounted on the manpowered vehicle 10 . The two braking devices 44 corresponding to the front wheels and the rear wheels may have different configurations.

Battery 38 includes one or more battery cells. A battery cell includes a rechargeable battery. The battery 38 is provided in the manpowered vehicle 10 and supplies power to other electrical components electrically connected to the battery 38 . Other electrical components include controller 60, for example. The battery 38 is communicably connected to the control device 60 by wire or wirelessly, for example. The battery 38 can communicate with the controller 60 by, for example, Power Line Communication (PLC). The battery 38 may be attached to the outside of the frame 12 or at least partially housed inside the frame 12 . In this embodiment, the drag adjuster 40 is included in other electrical components.

As shown in FIG. 2 , drive unit 42 transmits driving force for propelling manpowered vehicle 10 to drive mechanism 24 . Drive unit 42 includes crankshaft 20 A, output 52 , electric motor 42 A and clutch 54 . The output portion 52 rotates integrally with the crankshaft 20A. The driving force of the electric motor 42A is transmitted to the output portion 52 . The output portion 52 is arranged, for example, such that the rotation axis of the output portion 52 coincides with the rotation axis of the crankshaft 20A and surrounds at least a portion of the crankshaft 20A around the rotation axis of the crankshaft 20A. . Clutch 54 includes a two-way clutch or a direct clutch 54A.

Electric motor 42A is connected to crank 20 via a two-way clutch or a direct clutch 54A. In this embodiment, the clutch 54 includes a direct coupling clutch 54A. In this embodiment, the electric motor 42A is connected to the crank 20 via a direct coupling clutch 54A and the output 52 . Between the electric motor 42A and the clutch 54, between the output 52 and the clutch 54, or between the electric motor 42A and the clutch 54 and between the output 52 and the clutch 54, the rotation of the electric motor 42A. may be provided to reduce the speed and output to the output unit 52 .

Direct coupling clutch 54 A includes a first portion connected to electric motor 42 A and a second portion connected to output 52 . The direct coupling clutch 54A connects the first portion and the second portion, and does not transmit power between the first state in which the first portion and the second portion rotate integrally, and the first portion and the second portion. It is configured to be switchable between the second state and the second state. The direct coupling clutch 54A includes, for example, an electromagnetic clutch. The direct coupling clutch 54A is controlled by the first control section 62 . When the electric motor 42A needs to generate drag force on the crank 20, or when the electric motor 42A assists the propulsion of the human-powered vehicle, the first control unit 62 puts the direct coupling clutch 54A in the first state. to control. The first control unit 62 controls the direct coupling clutch 54A to be in the second state when the electric motor 42A does not need to generate a drag force on the crank 20 and the electric motor 42A does not assist the propulsion of the human-powered vehicle. do.

A rotational force when the crank 20 rotates in a predetermined rotational direction is transmitted to the drive wheels 16B via the drive mechanism 24 . When the torque generated when the crank 20 rotates in a predetermined rotation direction is transmitted to the driving wheels 16B and the electric motor 42A assists the propulsion force of the manpowered vehicle 10, the driving force of the electric motor 42A is transmitted to the output portion 52. It merges with the human-powered driving force HP. Rotational force when the crank 20 rotates in a direction opposite to the predetermined rotation direction is not transmitted to the drive wheels 16B by the one-way clutch 32 .

As shown in FIG. 3, the control device 60 adjusts the drag so that the drag of the crank 20 increases according to the running state of the manpowered vehicle 10 while the crank 20 is rotating in a predetermined rotational direction. It includes a first control unit 62 configured to control the unit 40 . The first control unit 62 includes a first arithmetic processing unit that executes a predetermined control program. The first arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The first controller 62 may include one or more microcomputers. Control device 60 further includes storage unit 64 . The storage unit 64 stores various control programs, information used for various control processes, and the like. The storage unit 64 includes, for example, nonvolatile memory and volatile memory. In one example, controller 60 is provided in housing 42B of drive unit 42 in which electric motor 42A is housed.

The running state of manpowered vehicle 10 includes at least one of rotational speed RC of crank 20 , manpowered driving force HP, and rotational speed RW of wheels 16 of manpowered vehicle 10 . The running state of the manpowered vehicle 10 includes the rotational speed RC of the crank 20, the manpowered driving force HP, the rotational speed RW of the wheels 16 of the manpowered vehicle 10, or the rotational speed RC of the crank 20, the manpowered driving force HP, and the human power Any combination of rotational speeds RW of the wheels 16 of the drive vehicle 10 is included. The rotational speed RC of the crank 20 is synonymous with cadence. The manpower driving force HP is represented by at least one of the rotational torque applied to the crank 20 and the power which is the product of the rotational torque of the crank 20 and the rotational speed RC of the crank 20 . The rotational speed RW of the wheels 16 includes the rotational speed of the driven wheels 16A or drive wheels 16B.

For example, when the rotation speed RC of the crank 20 is equal to or less than a predetermined value, the first control unit 62 controls the drag force adjustment unit 40 according to the running state of the manpowered vehicle 10 . The rotation speed RC of the crank 20 may be an average of the rotation speeds RC of the crank 20 that are continuously detected a plurality of times. The predetermined value is set in advance. The predetermined value preferably includes the rotational speed RC of the crank 20 when the rider riding the manpowered vehicle 10 is substantially not pedaling the pedals 22 . The predetermined value is preferably within the range of 30 rpm or less.

When the amount of change ΔRC in the rotation speed RC of the crank 20 is greater than or equal to the first value VA1 and the human-powered driving force HP is less than the second value VA2, the first control unit 62 controls the resistance of the crank 20 to increase. It is configured to control the drag force adjuster 40 . The first value VA1 is preset. The first value VA1 includes, for example, the amount of change ΔRC when the rotational speed RC of the crank 20 is rapidly increased. The first value VA1 includes, for example, the value of the amount of change ΔRC in a state where the crank 20 may be idling. The first value VA1 is preferably included in the range of 100 rpm or more and 2000 rpm or less. The second value VA2 is preset. The second value VA2 includes, for example, the value of the human power driving force HP in a state where the crank 20 may be idling. The second value VA2 includes, for example, a value in the range of 0 Watts to less than 5 Watts, preferably a value in the range of 0 Watts to less than 1 Watts. The second value VA2 is less than or equal to a seventh value VA7, which will be described later. When the amount of change ΔRC in the rotation speed RC of the crank 20 is equal to or greater than the first value VA1 and the human power driving force HP is less than the second value VA2, the resistance of the crank 20 to the human power driving force HP is small and the crank 20 idles. It is possible that

The first control unit 62 calculates the target drag force DG when, for example, the amount of change ΔRC in the rotation speed RC of the crank 20 is greater than or equal to the first value VA1 and the human power driving force HP is less than the second value VA2. In one example, the first control unit 62 calculates the target drag force DG based on the running state of the manpowered vehicle 10 . The target drag DG is, for example, a drag of the crank 20 that causes a rider on the manpowered vehicle 10 to feel a load in pedaling. The first control unit 62 controls the drag force adjustment unit 40 according to the target drag force DG. Specifically, the first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 becomes the target drag force DG. The first control unit 62 may appropriately control the drag force adjustment unit 40 according to the running state of the manpowered vehicle 10 without calculating the target drag force DG.

The drag adjuster 40 includes at least one of a first drag adjuster 40A and a second drag adjuster 40B. The drag adjuster 40 may include only the first drag adjuster 40A, only the second drag adjuster 40B, or both the first drag adjuster 40A and the second drag adjuster 40B. The first drag adjuster 40A includes an electric motor 42A connected to the crank 20 . The electric motor 42A is configured to generate rotational torque through regenerative braking. The first controller 62 is configured to adjust the drag force of the crank 20 by causing the electric motor 42A to generate rotational torque.

Electric motor 42A is configured to assist propulsion of manpowered vehicle 10 . The first control unit 62 is configured to control the electric motor 42A according to the human power driving force HP. The first control unit 62 is configured to be able to control the electric motor 42A so as to assist the propulsive force of the manpowered vehicle 10 when the manpowered driving force HP is greater than or equal to the sixth value VA6. The first control unit 62 is configured to be able to control the electric motor 42A so as not to assist the driving force of the manpowered vehicle 10 when the manpowered driving force HP is less than the seventh value VA7. The sixth value VA6 is preset. The seventh value VA7 is preset. The sixth value VA6 and the seventh value VA7 are preset based on the Road Traffic Act, for example. In one example, the sixth value VA6 is the same value as the seventh value VA7. The first drag force adjuster 40A may include an electric motor separate from the electric motor 42A configured to assist the propulsive force of the manpowered vehicle 10 .

The second drag adjuster 40B includes a braking device 44 configured to brake the wheels 16 of the manpowered vehicle 10 . In one example, the second drag adjuster 40B includes at least one of a braking device 44 corresponding to the front wheels and a braking device 44 corresponding to the rear wheels. The second drag force adjustment unit 40B controls only the braking device 44 corresponding to the front wheels, only the braking device 44 corresponding to the rear wheels, or both the braking device 44 corresponding to the front wheels and the braking device 44 corresponding to the rear wheels. may contain. The first control unit 62 is configured to adjust the drag of the crank 20 by causing the braking device 44 to brake the wheel 16 . In one example, the wheels 16 braked by the braking device 44 as the second drag adjuster 40B include the drive wheels 16B. In this case, the braking device 44 corresponding to the drive wheel 16B is included in the second drag force adjusting section 40B. A braking device 44 included in the second drag force adjusting section 40B is configured to brake the driving wheels 16B. The first control unit 62 adjusts the drag force of the crank 20 by causing the braking device 44 to brake the drive wheels 16B.

The first control unit 62 controls at least one of the first drag adjustment unit 40A and the second drag adjustment unit 40B according to the running state of the manpowered vehicle 10 . The first control unit 62 controls only the first drag adjustment unit 40A, only the second drag adjustment unit 40B, or both the first drag adjustment unit 40A and the second drag adjustment unit 40B, depending on the running state of the manpowered vehicle 10. You can control both. When both the first drag adjuster 40A and the second drag adjuster 40B are included in the drag adjuster 40, the first controller 62 controls the first drag adjuster 40A and the second drag adjuster at a preset ratio. 40B. Information about the preset ratio is stored changeably in the storage unit 64, for example. The preset ratio information stored in the storage unit 64 may be changed by at least one of an operating device mounted on the manpowered vehicle 10 and an external device. The preset ratio may be changed according to the running state of the manpowered vehicle 10. If the running speed of the manpowered vehicle 10 is equal to or higher than the predetermined running speed, the ratio of the second drag force adjustment unit 40B is changed to the second You may make it larger than the ratio of 1 drag adjustment part 40A.

The control device 60 shifts gears in accordance with at least one of the rotational speed RC of the crank 20, the running speed of the manpowered vehicle 10, the running resistance of the manpowered vehicle 10, the manpowered driving force HP, and the inclination state of the manpowered vehicle 10. It further includes a second controller 66 configured to control device 34 . The second control unit 66 controls only the rotation speed RC of the crank 20, only the running speed of the manpowered vehicle 10, only the running resistance of the manpowered vehicle 10, only the manpowered driving force HP, only the inclination state of the manpowered vehicle 10, or The transmission 34 is controlled according to any combination of the rotational speed RC of the crank 20, the running speed of the manpowered vehicle 10, the running resistance of the manpowered vehicle 10, the manpowered driving force HP, and the tilting state of the manpowered vehicle 10. may be configured to control The second control unit 66 includes a second arithmetic processing unit that executes a predetermined control program. The second arithmetic processing unit includes, for example, CPU or MPU. The second controller 66 may include one or more microcomputers. The first arithmetic processing unit of the first control unit 62 and the second arithmetic processing unit of the second control unit 66 may be the same arithmetic processing unit.

The running resistance of the manpowered vehicle 10 is calculated based on, for example, the torque of the manpowered driving force HP, the rotation speed RC of the crank 20, the running speed, and the transmission efficiency of the drive system of the manpowered vehicle 10. The inclination state of the manpowered vehicle 10 includes at least one of the roll angle of the manpowered vehicle 10, the pitch angle of the manpowered vehicle 10, and the yaw angle of the manpowered vehicle 10, for example. The leaning state of manpowered vehicle 10 preferably includes at least one of the roll angle of manpowered vehicle 10 and the pitch angle of manpowered vehicle 10 . The tilting state of the manpowered vehicle 10 may include only the roll angle of the manpowered vehicle 10, only the pitch angle of the manpowered vehicle 10, or both the roll angle of the manpowered vehicle 10 and the pitch angle of the manpowered vehicle 10. . The roll angle of the manpowered vehicle 10 defines the lateral inclination of the manpowered vehicle 10 with respect to the vertical plane. The pitch angle of the manpowered vehicle 10 defines the longitudinal inclination of the manpowered vehicle 10 with respect to the horizontal plane. The yaw angle of manpowered vehicle 10 defines the rotation of manpowered vehicle 10 about a vertical axis.

The second control unit 66 is configured, for example, to automatically control the transmission 34 mounted on the manpowered vehicle 10 according to the shift conditions. The second control unit 66 may be configured to operate, for example, in an automatic shift mode and a non-automatic shift mode. In this case, the second control unit 66 is configured to automatically control the transmission 34 mounted on the manpowered vehicle 10 according to the shift conditions when operating in the automatic shift mode. A shift condition is defined based on the reference value and the threshold TH. The reference value includes, for example, at least one of the rotational speed RC of the crank 20, the running speed of the manpowered vehicle 10, the running resistance of the manpowered vehicle 10, the manpowered driving force HP, and the inclination state of the manpowered vehicle 10. The reference values are only the rotation speed RC of the crank 20, only the running speed of the manpowered vehicle 10, only the running resistance of the manpowered vehicle 10, only the manpowered driving force HP, only the inclination state of the manpowered vehicle 10, or the crank 20 It may include any combination of the rotational speed RC, the travel speed of the manpowered vehicle 10, the travel resistance of the manpowered vehicle 10, the manpowered power HP, and the leaning state of the manpowered vehicle 10. In this embodiment, the reference value includes the rotational speed RC of the crank 20 . Rotational speed RC of crank 20 includes estimated cadence EC. The estimated cadence EC is calculated, for example, based on the relationship between the rotation speed RW of the wheels 16 and the gear ratio GR of the manpowered vehicle 10 . In one example, the estimated cadence EC is calculated based on Equation [1] below.

車輪１６の回転速度ＲＷは、人力駆動車１０の走行速度と相関を有する。車輪１６の回転速度ＲＷは、各種のセンサによって直接的に検出されてもよく、人力駆動車１０の走行速度と車輪１６の周長とを用いて算出されてもよい。一例では、第２制御部６６は、式［１］に基づいて推定ケイデンスＥＣを算出する。

The rotational speed RW of the wheels 16 has a correlation with the travel speed of the manpowered vehicle 10 . The rotation speed RW of the wheels 16 may be directly detected by various sensors, or may be calculated using the travel speed of the manpowered vehicle 10 and the circumference of the wheels 16 . In one example, the second control section 66 calculates the estimated cadence EC based on Equation [1].

The threshold TH includes a first threshold TH1 and a second threshold TH2. For example, the second control unit 66 controls the transmission 34 so that the gear ratio GR increases according to the relationship between the reference value and the first threshold TH1, and shifts according to the relationship between the reference value and the second threshold TH2. The transmission 34 is controlled so that the ratio GR becomes small. In one example, the first threshold TH1 is greater than the second threshold TH2. In one example, the second control unit 66 controls the transmission 34 so that the gear ratio GR is increased when the reference value is greater than or equal to the first threshold TH1, and the gear ratio GR is decreased when the reference value is less than the second threshold TH2. The transmission 34 is controlled so that In this embodiment, the second control unit 66 controls the transmission 34 so that the estimated cadence EC is within the range of 60 rpm or more and 70 rpm or less. In this case, the first threshold TH1 corresponds to 70 rpm, and the second threshold TH2 corresponds to 60 rpm.

Preferably, the second control unit 66 performs gear shifting by the transmission 34 while the first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 increases. While the second control unit 66 automatically controls the transmission 34 until an appropriate gear ratio GR according to the shift conditions is achieved, the first control unit 62 adjusts the drag so that the drag of the crank 20 increases. control unit 40; The first control unit 62 preferably controls the drag force adjustment unit 40 so that the drag force of the crank 20 generated by the drag force adjustment unit 40 is reduced after the speed change by the transmission 34 is completed by the second control unit 66 . For example, when the estimated cadence EC enters a range equal to or less than the first threshold TH1 and equal to or greater than the second threshold TH2, the first control unit 62 determines that shifting by the transmission 34 has been completed. After the speed change by the transmission 34 is completed by the second control unit 66, the first control unit 62 preferably controls the drag force adjustment unit 40 so that the drag force of the crank 20 generated by the drag force adjustment unit 40 gradually decreases. Alternatively, the drag adjuster 40 may be controlled so that the drag of the crank 20 generated by the drag adjuster 40 immediately becomes zero.

The manpowered vehicle 10 further includes a detection device 70 for detecting various information. The detection device 70 includes at least one of a first detection section 70A, a second detection section 70B, a third detection section 70C, a fourth detection section 70D, and a fifth detection section 70E. The detection device 70 outputs various detected information to the control device 60, for example. The detection device 70 includes a first detection section 70A, a second detection section 70B, a third detection section 70C, a fourth detection section 70D, a fifth detection section 70E, or a first detection section 70A, a second detection section 70B, a Any combination of the third detector 70C, the fourth detector 70D, and the fifth detector 70E may be included.

The first detector 70A is configured to detect information about the rotation speed RC of the crank 20 . The first detection section 70A includes a magnetic sensor provided in the drive unit 42, for example. The magnetic sensor is configured to detect the magnetism of a magnet provided on the crankshaft 20A or a member that rotates as the crankshaft 20A rotates.

The second detector 70B is configured to detect information about the human power driving force HP. The second detector 70B includes, for example, a torque sensor that detects rotational torque of the crank 20 . In one example, the second detector 70B is provided on at least one of the crankshaft 20A, the crank arm 20B, or the pedal 22. The power representing the human-powered driving force HP is calculated, for example, based on the relationship between the detection result of the first detection section 70A and the detection result of the second detection section 70B.

The third detector 70C is configured to detect information about the rotational speed RW of the wheels 16 . The third detection unit 70C includes at least one of, for example, a magnetic sensor that detects magnets provided on the spokes 16D of the driven wheel 16A and a magnetic sensor that detects magnets provided on the spokes 16D of the drive wheel 16B. In one example, the third detector 70C is provided on at least one of the frame 12 and the front fork 14 . The traveling speed of the manpowered vehicle 10 is calculated based on the relationship between the detection result of the third detection section 70C and the circumference of the wheel 16, for example.

The fourth detector 70</b>D is configured to detect information about the tilted state of the manpowered vehicle 10 . The fourth detector 70</b>D includes a motion sensor whose output changes according to the attitude of the manpowered vehicle 10 . Motion sensors include, for example, at least one of gyro sensors, acceleration sensors, and tilt sensors. In one example, the fourth detection section 70D is provided on the frame 12 or the drive unit 42 of the manpowered vehicle 10 .

The fifth detector 70E is configured to detect information regarding the shift state of the transmission 34 . The fifth detection unit 70E includes various sensors that output signals according to the shift state of the transmission 34, for example. The information regarding the shift state of the transmission 34 includes, for example, at least one of information regarding the operation of components constituting the transmission 34 and information regarding the shift stage of the transmission 34 . In one example, the fifth detector 70E is provided in the transmission 34 . The estimated cadence EC is calculated, for example, based on the detection result of the third detection section 70C and the detection result of the fifth detection section 70E.

An example of control executed by the second control unit 66 will be described with reference to FIG.
The second control unit 66 controls the transmission 34 according to, for example, the estimated cadence EC. When power is supplied to the second control unit 66, the second control unit 66 starts the processing of the flowchart of FIG. After the processing of the flowchart of FIG. 4 is completed, the second control unit 66 restarts the processing of the flowchart of FIG. 4 until the power supply to the second control unit 66 is stopped. do. When the second control unit 66 operates in the automatic shift mode and the non-automatic shift mode, and when the non-automatic shift mode is changed to the automatic shift mode, the second control unit 66 performs the processing of the flowchart of FIG. may be started. In this case, the second control unit 66 stops the power supply to the second control unit 66 or switches to the non-automatic shift mode after the processing of the flowchart of FIG. 4 is completed and the predetermined cycle has elapsed. The processing of the flowchart in FIG. 4 is started again until the change is made.

In step S11, the second control unit 66 determines whether or not the estimated cadence EC is greater than or equal to the first threshold TH1. When the second control unit 66 determines in step S11 that the estimated cadence EC is equal to or greater than the first threshold TH1, the process proceeds to step S12. In step S12, the second control unit 66 determines whether or not the current gear ratio GR of the manpowered vehicle 10 is the maximum gear ratio. When the second control unit 66 determines in step S12 that the current gear ratio GR of the manpowered vehicle 10 is the maximum gear ratio, the process proceeds to step S11. When the second control unit 66 determines in step S12 that the current gear ratio GR of the manpowered vehicle 10 is not the maximum gear ratio, the process proceeds to step S13. In step S13, the second control unit 66 controls the transmission 34 so that the gear ratio GR of the manpowered vehicle 10 is increased.

When the second control unit 66 determines in step S11 that the estimated cadence EC is less than the first threshold TH1, the process proceeds to step S14. In step S14, the second control section 66 determines whether or not the estimated cadence EC is less than the second threshold TH2. When the second control unit 66 determines in step S14 that the estimated cadence EC is equal to or greater than the second threshold TH2, the process proceeds to step S11. When the second control unit 66 determines in step S14 that the estimated cadence EC is less than the second threshold TH2, the process proceeds to step S15.

In step S15, the second control unit 66 determines whether or not the current gear ratio GR of the manpowered vehicle 10 is the minimum gear ratio. When the second control unit 66 determines in step S15 that the current gear ratio GR of the manpowered vehicle 10 is the minimum gear ratio, the process proceeds to step S11. When the second control unit 66 determines in step S15 that the current gear ratio GR of the manpowered vehicle 10 is not the minimum gear ratio, the process proceeds to step S16. In step S16, the second control unit 66 controls the transmission 34 so that the gear ratio GR of the manpowered vehicle 10 is reduced. When step S13 ends, or when step S16 ends, the flow chart shown in FIG. 4 ends.

An example of control executed by the first control unit 62 will be described with reference to FIG.
The first control unit 62 controls the drag force adjustment unit 40 according to the running state of the manpowered vehicle 10, for example. In one example, the control of the first controller 62 and the control of the second controller 66 are executed in parallel. When electric power is supplied to the first control unit 62, or when the manpowered vehicle 10 starts running after the electric power is supplied to the first control unit 62, the first control unit 62 executes the flow chart of FIG. start processing. After the processing of the flowchart of FIG. 5 is completed, the first control unit 62 restarts the processing of the flowchart of FIG. 5 until the power supply to the first control unit 62 is stopped. do. When the second control unit 66 operates in the automatic shift mode and the non-automatic shift mode, and when the non-automatic shift mode is changed to the automatic shift mode, the first control unit 62 performs the processing of the flowchart of FIG. may be started. In this case, the first control unit 62 stops the power supply to the first control unit 62 or stops the manpowered vehicle 10 from running after the processing of the flowchart of FIG. Until it stops or the second control unit 66 is changed to the non-automatic shift mode, the processing of the flowchart of FIG. 5 is started again.

In step S21, the first control unit 62 determines whether or not the rotation speed RC of the crank 20 is equal to or less than a predetermined value. When determining in step S21 that the rotation speed RC of the crank 20 is greater than the predetermined value, the first control unit 62 repeats the processing of step S21. When the first control unit 62 determines in step S21 that the rotational speed RC of the crank 20 is equal to or lower than the predetermined value, the process proceeds to step S22.

In step S22, the first control unit 62 determines whether or not the amount of change ΔRC in the rotational speed RC of the crank 20 is equal to or greater than the first value VA1. When the first control unit 62 determines in step S22 that the amount of change ΔRC in the rotational speed RC of the crank 20 is less than the first value VA1, the process proceeds to step S21. When the first control unit 62 determines in step S22 that the amount of change ΔRC in the rotation speed RC of the crank 20 is equal to or greater than the first value VA1, the process proceeds to step S23.

In step S23, the first control unit 62 determines whether or not the human-powered driving force HP is less than the second value VA2. When the first control unit 62 determines in step S23 that the human-powered driving force HP is equal to or greater than the second value VA2, the process proceeds to step S21. When the first control unit 62 determines in step S23 that the human-powered driving force HP is less than the second value VA2, the process proceeds to step S24. The order of steps S21 to S23 may be changed. In step S24, the first control unit 62 calculates the target drag force DG based on the running state of the manpowered vehicle 10, and proceeds to step S25. In step S25, the first control unit 62 controls the drag adjusting unit 40 so that the drag of the crank 20 increases according to the target drag DG, and the process proceeds to step S26.

In step S26, the first control unit 62 determines whether or not the estimated cadence EC is less than the first threshold TH1. If the estimated cadence EC is less than the first threshold TH1, it is assumed that the shift by the transmission 34 executed by the second control unit 66 has been completed. When determining in step S26 that the estimated cadence EC is equal to or greater than the first threshold TH1, the first control unit 62 repeats the processing of step S26. When the first control unit 62 determines in step S26 that the estimated cadence EC is less than the first threshold TH1, the process proceeds to step S27. In step S27, the first control unit 62 controls the drag adjusting unit 40 to reduce the drag of the crank 20, and ends the flowchart shown in FIG. Step S21, step S23, or both steps S21 and S23 may be omitted.

In the manpowered vehicle 10 provided with the control device 60 of the first embodiment, the drag adjustment unit 40 is controlled so that the drag of the crank 20 increases when there is a possibility that the crank 20 is idling. Even when a person strongly steps on the pedal 22, it is possible to prevent the crank 20 from continuing to idle at high speed.

(Second embodiment)
A control device 60 according to the second embodiment will be described with reference to FIG. The control device 60 of the second embodiment is the same as the control device 60 of the first embodiment except that the control executed by the first control unit 62 is different. The same reference numerals as in the first embodiment are used, and duplicate descriptions are omitted.

The first control unit 62 controls the drag adjusting unit 40 to increase the drag of the crank 20 according to the running state of the manpowered vehicle 10, and then reduces the target drag DG according to the manpower driving force HP. In one example, the first control unit 62 gradually reduces the target drag force DG according to the human-powered driving force HP. The first control unit 62 sets the target drag force DG to 0 when, for example, the human-powered driving force HP is transmitted to the driving wheels 16B. When the crank 20 shifts from the idling state to the non-idling state, the human power driving force HP detected by the second detection unit 70B increases. The state in which the human-powered driving force HP is transmitted to the drive wheels 16B can be determined according to the detected human-powered driving force HP. In one example, the first control unit 62 controls the estimated rotational speed of the drive wheels 16B estimated based on the rotational speed RC of the crank 20 and the gear ratio GR of the manpowered vehicle 10, and the driving force detected by the third detection unit 70C. As the difference from the rotational speed of the wheel 16B becomes smaller, the target drag force DG is brought closer to zero.

The first control unit 62 gradually decreases the target drag force DG according to the human-powered driving force HP, thereby controlling the drag force adjustment unit 40 so that the drag force of the crank 20 is decreased according to the target drag force DG. The first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 generated by the drag force adjustment unit 40 becomes zero when the target drag force DG becomes zero, for example.

An example of control executed by the first control unit 62 will be described with reference to FIG.
The first control unit 62 controls the drag force adjustment unit 40 according to the running state of the manpowered vehicle 10, for example. In one example, the control of the first controller 62 and the control of the second controller 66 are executed in parallel. In the flowchart of FIG. 6, steps S26 and S27 in the flowchart of FIG. 5 are replaced with steps S36 to S38, so only processing different from the flowchart of FIG. 5 will be described. The conditions for starting the flowchart of FIG. 6 are the same as the conditions for starting the flowchart of FIG.

After step S25 ends, the first control unit 62 proceeds to step S36. In step S36, the first control unit 62 reduces the target drag force DG according to the human-powered driving force HP, and proceeds to step S37. In step S37, the first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 is reduced according to the target drag force DG, and the process proceeds to step S38. The first control unit 62 determines whether or not the target drag force DG is 0 in step S38. When the first control unit 62 determines in step S38 that the target drag force DG is not 0, the process proceeds to step S36. When the first control unit 62 determines in step S38 that the target drag force DG is 0, the processing of the flowchart of FIG. 6 ends. The first control unit 62 may execute the process of step S26 shown in FIG. 5 between steps S25 and S36.

(Third Embodiment)
A control device 60 according to the third embodiment will be described with reference to FIG. The control device 60 of the third embodiment is the same as the control device 60 of the first embodiment except that the control executed by the first control unit 62 is different. The same reference numerals as in the first embodiment are used, and duplicate descriptions are omitted.

The first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 increases according to the running state of the manpowered vehicle 10, and then decreases the target drag force DG according to the elapsed time. In one example, the first control unit 62 gradually reduces the target drag force DG according to the elapsed time. The first control unit 62 sets the target drag DG to 0, for example, when the elapsed time reaches a predetermined time. The predetermined time is preset, for example, based on the elapsed time when it is assumed that the shift by the transmission 34 executed by the second control unit 66 has been completed. Controller 60 further includes at least a clock or timer.

The first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 decreases according to the target drag force DG while gradually decreasing the target drag force DG according to the elapsed time. The first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 generated by the drag force adjustment unit 40 becomes zero when the target drag force DG becomes zero, for example.

An example of control executed by the first control unit 62 will be described with reference to FIG.
The first control unit 62 controls the drag force adjustment unit 40 according to the running state of the manpowered vehicle 10, for example. In one example, the control of the first controller 62 and the control of the second controller 66 are executed in parallel. In the flowchart of FIG. 7, steps S26 and S27 in the flowchart of FIG. 5 are replaced with steps S46 to S48, so only processing different from the flowchart of FIG. 5 will be described. The conditions for starting the flowchart of FIG. 7 are the same as the conditions for starting the flowchart of FIG.

After step S25 ends, the first control unit 62 proceeds to step S46. In step S46, the first control unit 62 decreases the target drag force DG according to the elapsed time after the process of step S25. In step S47, the first control unit 62 controls the drag adjusting unit 40 so that the drag of the crank 20 is reduced according to the target drag DG. In step S48, the first control unit 62 determines whether or not the elapsed time has reached a predetermined time. When determining in step S48 that the elapsed time has not reached the predetermined time, the first control unit 62 proceeds to step S46. When determining in step S48 that the elapsed time has reached the predetermined time, the first control unit 62 ends the processing of the flowchart of FIG. The first control unit 62 may execute the process of step S26 shown in FIG. 5 between steps S25 and S46.

(Fourth embodiment)
A controller 60 according to the fourth embodiment will be described with reference to FIG. The control device 60 of the fourth embodiment is the same as the control device 60 of the first embodiment except that the control executed by the first control unit 62 is different. The same reference numerals as in the first embodiment are used, and duplicate descriptions are omitted.

The first control unit 62 controls the drag force adjustment unit 40 to increase the drag force of the crank 20 according to the running state of the manpowered vehicle 10, and then reduces the target drag force DG according to the gear stage of the transmission 34. do. In one example, the first control unit 62 gradually reduces the target drag force DG according to the gear stage of the transmission 34 . Specifically, the first control unit 62 reduces the target drag force DG each time the second control unit 66 changes the gear position of the transmission 34 . The first control unit 62 reduces the target drag force DG each time the transmission 34 is controlled by the second control unit 66 so that the gear ratio GR of the manpowered vehicle 10 increases. The first control unit 62 sets the target drag force DG to 0, for example, when the gear stage of the transmission 34 reaches the target gear stage. The target gear stage is determined, for example, based on the relationship between the estimated cadence EC and the current gear ratio GR of the manpowered vehicle 10 . When the gear stage of the transmission 34 reaches the target gear stage, it is assumed that the gear shift by the transmission 34 executed by the second control unit 66 has been completed.

The first control unit 62 gradually reduces the target drag force DG according to the gear stage of the transmission 34, and controls the drag force adjustment unit 40 so that the drag force of the crank 20 is reduced according to the target drag force DG. The first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 generated by the drag force adjustment unit 40 becomes zero when the target drag force DG becomes zero, for example.

An example of control executed by the first control unit 62 will be described with reference to FIG.
The first control unit 62 controls the drag force adjustment unit 40 according to the running state of the manpowered vehicle 10, for example. In one example, the control of the first controller 62 and the control of the second controller 66 are executed in parallel. In the flowchart of FIG. 8, steps S26 and S27 in the flowchart of FIG. 5 are replaced with steps S56 to S58, so only processing different from the flowchart of FIG. 5 will be described. The start condition of the flowchart of FIG. 8 is the same as the start condition of the flowchart of FIG.

After step S25 ends, the first control unit 62 proceeds to step S56. In step S56, the first control unit 62 reduces the target drag force DG according to the gear stage of the transmission 34, and proceeds to step S57. In step S57, the first control unit 62 controls the drag adjusting unit 40 so that the drag of the crank 20 is reduced according to the target drag DG, and the process proceeds to step S58. In step S58, the first control unit 62 determines whether or not the gear stage of the transmission 34 has reached the target gear stage. When the first control unit 62 determines in step S58 that the gear stage of the transmission 34 has not reached the target gear stage, the process proceeds to step S56. When the first control unit 62 determines in step S58 that the gear stage of the transmission 34 has reached the target gear stage, the process of the flowchart of FIG. 8 ends. The first control unit 62 may execute the process of step S26 shown in FIG. 5 between steps S25 and S56.

(Fifth embodiment)
A control device 60 according to the fifth embodiment will be described with reference to FIG. The control device 60 of the fifth embodiment is the same as the control device 60 of the first embodiment except that the control executed by the first control unit 62 is different. The same reference numerals as in the first embodiment are used, and duplicate descriptions are omitted.

When the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy a predetermined relationship, the first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 increases. configured to The first control unit 62 controls the estimated rotational speed of the driving wheels 16B, which is estimated based on the rotational speed RC of the crank 20 and the gear ratio GR of the manpowered vehicle 10, and the actual rotational speed of the driving wheels 16B. , it is determined that the predetermined relationship is satisfied. For example, when the estimated rotation speed of the drive wheels 16B is lower than the actual rotation speed of the drive wheels 16B, the first control unit 62 determines that the predetermined relationship is not satisfied. If the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy a predetermined relationship, the resistance of the crank 20 to the human power driving force HP is small, and the crank 20 may idle. The first control unit 62 calculates the target drag force DG when, for example, the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy a predetermined relationship, and adjusts the drag force adjustment unit 40 according to the target drag force DG. Control.

An example of control executed by the first control unit 62 will be described with reference to FIG. 9 .
The first control unit 62 controls the drag force adjustment unit 40 according to the running state of the manpowered vehicle 10, for example. In one example, the control of the first controller 62 and the control of the second controller 66 are executed in parallel. In the flowchart of FIG. 9, steps S21 to S23 in the flowchart of FIG. 5 are replaced with step S61, so only processing different from the flowchart of FIG. 5 will be described. The start condition of the flowchart of FIG. 9 is the same as the start condition of the flowchart of FIG.

In step S61, the first control unit 62 determines whether or not the rotation speed RC of the crank 20 and the rotation speed RW of the wheels 16 satisfy a predetermined relationship. If the first control unit 62 determines in step S61 that the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 satisfy the predetermined relationship, the process of step S61 is repeated. When the first control unit 62 determines in step S61 that the rotational speed RC of the crank 20 and the rotational speed RW of the wheel 16 do not satisfy the predetermined relationship, the process proceeds to step S24.

Instead of the process of step S26 in the flowchart of FIG. 9, the first control unit 62 determines whether or not the rotation speed RC of the crank 20 and the rotation speed RW of the wheels 16 satisfy a predetermined relationship. may In this case, when the first control unit 62 determines that the rotation speed RC of the crank 20 and the rotation speed RW of the wheels 16 satisfy the predetermined relationship, the process proceeds to step S27.

(Sixth embodiment)
A control device 60 according to the sixth embodiment will be described with reference to FIG. The control device 60 of the sixth embodiment is the same as the control device 60 of the first embodiment except that the control executed by the first control unit 62 is different. The same reference numerals as in the first embodiment are used, and duplicate descriptions are omitted.

When the rotational speed RC of the crank 20 and the rotational speed RW of the wheel 16 do not satisfy a predetermined relationship and the human power driving force HP is less than the third value VA3, the first control unit 62 controls the crank It is configured to control the drag force adjuster 40 so that the drag force of 20 is increased. The first control unit 62 controls the estimated rotational speed of the driving wheels 16B, which is estimated based on the rotational speed RC of the crank 20 and the gear ratio GR of the manpowered vehicle 10, and the actual rotational speed of the driving wheels 16B. , it is determined that the predetermined relationship is satisfied. For example, when the estimated rotation speed of the drive wheels 16B is lower than the actual rotation speed of the drive wheels 16B, the first control unit 62 determines that the predetermined relationship is not satisfied. The third value VA3 is preset. The third value VA3 includes, for example, the value of the human power driving force HP when there is a possibility that the crank 20 is spinning. The third value VA3 includes, for example, a value in the range of 0 Watts to less than 5 Watts, preferably a value in the range of 0 Watts to less than 1 Watts. The third value VA3 is less than or equal to the seventh value VA7. The third value VA3 may be the same value as the second value VA2, or may be a value different from the second value VA2. When the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy the predetermined relationship and the human power driving force HP is less than the third value VA3, the crank 20 relative to the human power driving force HP There is a possibility that the drag force is small and the crank 20 is spinning. For example, when the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy a predetermined relationship and the human power driving force HP is less than the third value VA3, A target drag force DG is calculated, and the drag force adjuster 40 is controlled according to the target drag force DG.

An example of control executed by the first control unit 62 will be described with reference to FIG. 10 .
The first control unit 62 controls the drag force adjustment unit 40 according to the running state of the manpowered vehicle 10, for example. In one example, the control of the first controller 62 and the control of the second controller 66 are executed in parallel. In the flowchart of FIG. 10, step S72 is added between steps S61 and S24 in the flowchart of FIG. 9, so only processing different from the flowchart of FIG. 9 will be described. The conditions for starting the flowchart of FIG. 10 are the same as the conditions for starting the flowchart of FIG.

The 1st control part 62 transfers to step S72, when determination in step S61 is YES. In step S72, the first control unit 62 determines whether or not the human-powered driving force HP is less than the third value VA3. When the first control unit 62 determines in step S72 that the human-powered driving force HP is equal to or greater than the third value VA3, the process proceeds to step S61. When the first control unit 62 determines in step S72 that the human-powered driving force HP is less than the third value VA3, the process proceeds to step S24.

(Seventh embodiment)
A control device 60 according to the seventh embodiment will be described with reference to FIG. The control device 60 of the seventh embodiment is the same as the control device 60 of the first embodiment except that the control executed by the first control unit 62 is different. The same reference numerals as in the first embodiment are used, and duplicate descriptions are omitted.

When the rotation speed RC of the crank 20 is equal to or greater than a fourth value VA4 and the human power driving force HP is less than a fifth value VA5, the first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 increases. is configured to control The fourth value VA4 is preset. The fourth value VA4 is preset, for example, based on the rotational speed RC of the crank 20 in a state where the crank 20 may be idling. It is preferable that the fourth value VA4 be included in the range of 150 rpm or more and 200 rpm or less. The fifth value VA5 is preset. The fifth value VA5 includes, for example, the value of the manpower driving force HP when the crank 20 may be spinning. The fifth value VA5 includes, for example, a value in the range of 0 Watts to less than 5 Watts, preferably a value in the range of 0 Watts to less than 1 Watts. The fifth value VA5 is less than or equal to the seventh value VA7. The fifth value VA5 may be the same value as at least one of the second value VA2 and the third value VA3, and a value different from at least one of the second value VA2 and the third value VA3. good too. When the rotation speed RC of the crank 20 is equal to or greater than the fourth value VA4 and the human-powered driving force HP is less than the fifth value VA5, the resistance of the crank 20 to the human-powered driving force HP is small, and the crank 20 may be idling. have a nature. For example, when the rotation speed RC of the crank 20 is equal to or greater than a fourth value VA4 and the human-powered driving force HP is less than a fifth value VA5, the first control unit 62 calculates the target drag force DG, and calculates the drag force according to the target drag force DG. Controls the adjustment unit 40 .

An example of control executed by the first control unit 62 will be described with reference to FIG. 11 .
The first control unit 62 controls the drag force adjustment unit 40 according to the running state of the manpowered vehicle 10, for example. In one example, the control of the first controller 62 and the control of the second controller 66 are executed in parallel. In the flowchart of FIG. 11, steps S21 to S23 in the flowchart of FIG. 5 are replaced with steps S81 and S82, so only processing different from the flowchart of FIG. 5 will be described. The conditions for starting the flowchart of FIG. 11 are the same as the conditions for starting the flowchart of FIG.

In step S81, the first control unit 62 determines whether or not the rotational speed RC of the crank 20 is equal to or greater than the fourth value VA4. When determining in step S81 that the rotational speed RC of the crank 20 is less than the fourth value VA4, the first control unit 62 repeats the process of step S81. When the first control unit 62 determines in step S81 that the rotational speed RC of the crank 20 is equal to or greater than the fourth value VA4, the process proceeds to step S82.

In step S82, the first control unit 62 determines whether or not the human-powered driving force HP is less than the fifth value VA5. When the first control unit 62 determines in step S82 that the human-powered driving force HP is equal to or greater than the fifth value VA5, the process proceeds to step S81. When the first control unit 62 determines in step S82 that the human-powered driving force HP is less than the fifth value VA5, the process proceeds to step S24.

(Eighth embodiment)
A control device 60 according to the eighth embodiment will be described with reference to FIG. The control device 60 of the eighth embodiment is the same as the control device 60 of the first embodiment except that the control executed by the first control unit 62 is different. The same reference numerals as in the first embodiment are used, and duplicate descriptions are omitted.

The first control unit 62 is configured to control the drag adjusting unit 40 so that the drag of the crank 20 increases when the torque T input to the crank 20 is less than the eighth value VA8. Eighth value VA8 includes, for example, the value of torque T when there is a possibility that crank 20 is spinning. The eighth value VA8 includes a value in the range of 0 N·m to 5 N·m, preferably 0 N·m to 2 N·m. When the torque T input to the crank 20 is less than the eighth value VA8, there is a possibility that the crank 20 has a small resistance against the human power driving force HP and the crank 20 is idling. For example, when the torque T input to the crank 20 is less than the eighth value VA8, the first control unit 62 calculates the target drag force DG, and controls the drag force adjustment unit 40 according to the target drag force DG.

After the first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 increases according to the running state of the manpowered vehicle 10, the torque T input to the crank 20 reaches the ninth value VA9. In the above case, the drag adjuster 40 is controlled so that the drag of the crank 20 generated by the drag adjuster 40 is reduced. The ninth value VA9 is preset. The ninth value VA9 is set in advance based on, for example, the torque T that is assumed to complete the shift of the transmission 34 executed by the second control unit 66 . Specifically, the ninth value VA9 is set in advance based on the torque T at which the human power driving force HP is assumed to be transmitted to the driving wheels 16B. The ninth value VA9 is, for example, a value of 5 N·m or more. The first controller 62 may control the drag adjuster 40 so that the drag of the crank 20 generated by the drag adjuster 40 gradually decreases. The drag adjuster 40 may be controlled so that the drag of the crank 20 generated by the drag adjuster 40 immediately becomes zero.

An example of control executed by the first control unit 62 will be described with reference to FIG. 12 .
The first control unit 62 controls the drag force adjustment unit 40 according to the running state of the manpowered vehicle 10, for example. In one example, the control of the first controller 62 and the control of the second controller 66 are executed in parallel. In the flowchart of FIG. 12, steps S21 to S23 in the flowchart of FIG. 5 are replaced with step S91, and step S26 is replaced with step S94 in the flowchart of FIG. 5, so only processing different from the flowchart of FIG. 5 will be described. The conditions for starting the flowchart of FIG. 12 are the same as the conditions for starting the flowchart of FIG.

In step S91, the first control unit 62 determines whether or not the torque T input to the crank 20 is less than the eighth value VA8. When the first control unit 62 determines in step S91 that the torque T input to the crank 20 is equal to or greater than the eighth value VA8, it repeats the process of step S91. When the first control unit 62 determines in step S91 that the torque T input to the crank 20 is less than the eighth value VA8, the process proceeds to step S24.

After completing step S25, the first control unit 62 proceeds to step S94. In step S94, the first control unit 62 determines whether or not the torque T input to the crank 20 is equal to or greater than the ninth value VA9. When determining in step S94 that the torque T input to the crank 20 is less than the ninth value VA9, the first control unit 62 repeats the process of step S94. When the first control unit 62 determines in step S94 that the torque T input to the crank 20 is equal to or greater than the ninth value VA9, the process proceeds to step S27. The first control unit 62 may execute the process of step S26 shown in FIG. 5 between step S94 and step S25.

(Ninth embodiment)
A control device 60 according to the ninth embodiment will be described with reference to FIG. The control device 60 of the ninth embodiment is the same as the control device 60 of the first embodiment except that the control executed by the first control unit 62 is different. The same reference numerals as in the first embodiment are used, and duplicate descriptions are omitted.

The first control unit 62 is configured to control the drag adjusting unit 40 such that the drag of the crank 20 increases when the ratio of the rotation speed of the driving wheel 16B to the rotation speed RC of the crank 20 is changed. The first control unit 62 controls the resistance of the crank 20 in at least one of the case where the second control unit 66 automatically controls the transmission 34 according to the shift conditions and the case where the shift operation device 34B is operated. It is configured to control the drag force adjuster 40 to increase. The first control unit 62 operates only when the second control unit 66 automatically controls the transmission 34 in accordance with the shift conditions, only when the shift operation device 34B is operated, or when the second control unit 66 shifts gears. In both the case where the device 34 is automatically controlled in accordance with the shift conditions and the case where the shift operation device 34B is operated, the drag force adjustment unit 40 is controlled so that the drag force of the crank 20 is increased. may

In one example, the first control unit 62 controls when the ratio of the rotational speed of the driving wheels 16B to the rotational speed RC of the crank 20 is small, and when the ratio of the rotational speed of the driving wheels 16B to the rotational speed RC of the crank 20 is large. In at least one of the cases, the drag adjuster 40 is controlled so that the drag of the crank 20 is increased. The first control unit 62 operates only when the ratio of the rotational speed of the driving wheels 16B to the rotational speed RC of the crank 20 is small, only when the ratio of the rotational speed of the driving wheels 16B to the rotational speed RC of the crank 20 is large, or , when the ratio of the rotational speed of the driving wheels 16B to the rotational speed RC of the crank 20 is small, and when the ratio of the rotational speed of the driving wheels 16B to the rotational speed RC of the crank 20 is large, the drag of the crank 20 may be controlled to increase the drag force adjustment unit 40 . When the ratio of the rotational speed of the driving wheels 16B to the rotational speed RC of the crank 20 is changed, the drag force of the crank 20 with respect to the human driving force HP may decrease, and the crank 20 may idle. The first control unit 62 calculates a target drag force DG when, for example, the ratio of the rotation speed of the driving wheels 16B to the rotation speed RC of the crank 20 is changed, and controls the drag force adjusting unit 40 according to the target drag force DG. In this embodiment, the first control unit 62 may use a preset target drag force DG instead of calculating the target drag force DG based on the running state of the manpowered vehicle 10 .

After the first control unit 62 controls the drag force adjusting unit 40 to increase the drag force of the crank 20, when the shift by the transmission 34 executed by the second control unit 66 is completed, the crank force generated by the drag adjusting unit 40 is increased. The drag adjusting unit 40 is controlled so that the drag of 20 is reduced. Completion of shifting by the transmission 34 can be detected by, for example, the fifth detection section 70E. The first control unit 62 may control the drag force adjustment unit 40 so that the drag force of the crank 20 generated by the drag force adjustment unit 40 gradually decreases, and the drag force of the crank 20 generated by the drag force adjustment unit 40 immediately becomes zero. The drag force adjustment unit 40 may be controlled as follows. After the first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 increases, when the running resistance of the manpowered vehicle 10 increases, the drag force of the crank 20 generated by the drag force adjustment unit 40 decreases. The drag force adjustment unit 40 may be controlled as follows.

An example of control executed by the first control unit 62 will be described with reference to FIG. 13 .
The first control unit 62 controls the drag force adjustment unit 40, for example, when the gear ratio GR of the manpowered vehicle 10 is changed. In one example, the control of the first controller 62 and the control of the second controller 66 are executed in parallel. In the flowchart of FIG. 13, steps S21 to S23 in the flowchart of FIG. 5 are replaced with step S101, and step S26 is replaced with step S104 in the flowchart of FIG. 5, so only processing different from the flowchart of FIG. 5 will be described. The conditions for starting the flowchart of FIG. 13 are the same as the conditions for starting the flowchart of FIG.

In step S101, the first control unit 62 determines whether or not the transmission 34 has started shifting. In step S101, the first control unit 62 determines, for example, whether the electric actuator 34A of the transmission 34 has started operating. When the first control unit 62 determines in step S101 that the transmission 34 has not started shifting, it repeats the process of step S101. When the first control unit 62 determines in step S101 that the transmission 34 has started shifting, the process proceeds to step S24.

After step S25 ends, the first control unit 62 proceeds to step S104. In step S104, the first control unit 62 determines whether or not the shift by the transmission 34 has been completed. When the first control unit 62 determines in step S104 that the gear shifting by the transmission 34 has not been completed, the process of step S104 is repeated. When the first control unit 62 determines in step S104 that the gear shifting by the transmission 34 has been completed, the process proceeds to step S27.

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

- The process included in the control which the 1st control part 62 of each embodiment performs can be changed arbitrarily. As an example, in the control executed by the first control unit 62, the process of step S24 may be omitted. In this case, the first control unit 62 controls the drag force adjustment unit 40 using the preset target drag force DG in step S25.

- The structure of the control apparatus 60 can be changed arbitrarily. In the first example, the control device 60 includes one control section having the functions of the first control section 62 and the functions of the second control section 66 instead of the first control section 62 and the second control section 66 . In the second example, the control device 60 is configured without the second control section 66 . In this case, the transmission 34 is mechanically driven according to the operation of the gear shift operation device 34B.

- The connection relationship between the electric motor 42A and the crank 20 can be changed arbitrarily. In one example, electric motor 42A is connected to crank 20 via two-way clutch 56 and output 52, as shown in FIG. between the electric motor 42A and the two-way clutch 56, between the two-way clutch 56 and the output 52, or between the electric motor 42A and the two-way clutch 56, and between the two-way clutch 56 and the output 52. , a speed reducer may be provided to reduce the speed of rotation of the electric motor 42A. The two-way clutch 56 is controlled by the first controller 62 . When the electric motor 42A needs to generate drag on the crank 20, the first control unit 62 controls the two-way clutch 56 so that the torque generated when the crank 20 rotates forward is transmitted to the electric motor 42A. When the electric motor 42A assists the propulsion of the human-powered vehicle, the two-way clutch 56 is controlled so that the torque is transmitted from the electric motor 42A to the output portion 52. FIG. The drive unit 42 is provided with an electric actuator that is electrically connected to the first control section 62 and operates the two-way clutch 56 . The first control unit 62 can switch the operating state of the two-way clutch 56 by controlling the electric actuator for operating the two-way clutch 56 .

- The structure of the electric motor 42A can be changed arbitrarily. In the first example, the electric motor 42A is configured to generate regenerative torque in the direction opposite to assisting the propulsive force of the manpowered vehicle 10, rather than generating drag on the crank 20 by regenerative braking. be. In a second example, the electric motor 42A is configured to be non-regenerative. In this case, electric motor 42A may be connected to crank 20 via a one-way clutch.

- The configuration of the drag force adjustment unit 40 can be arbitrarily changed. In one example, the drag adjuster 40 includes only the first drag adjuster 40A. In this case, the first control section 62 does not control the braking device 44 included in the second drag force adjustment section 40B.

- The control method of the transmission 34 can be changed arbitrarily. In one example, the second control unit 66 calculates the target gear ratio based on the relationship between the estimated cadence EC and the current gear ratio GR of the manpowered vehicle 10, and the current gear ratio GR of the manpowered vehicle 10 is the target gear ratio. The transmission 34 is controlled so as to achieve the ratio.

- The structure of the manpowered vehicle 10 can be changed arbitrarily. In one example, the manpowered vehicle 10 may be configured without the transmission 34 .
- In each embodiment, the structure unnecessary for control may be abbreviate|omitted.

DESCRIPTION OF SYMBOLS 10... Human-powered vehicle, 16... Wheel, 16B... Driving wheel, 20... Crank, 34... Transmission, 40... Drag adjustment part, 42A... Electric motor, 44... Braking device, 54A... Direct coupling clutch, 56... Two-way clutch, 60... Control device (control device for human-powered vehicle), 62... First control unit, 66... Second control unit, HP... Human power driving force, RC... Rotational speed, RW... Rotational speed, VA1... First value, VA2...second value, VA3...third value, VA4...fourth value, VA5...fifth value, VA6...sixth value, VA7...seventh value, .DELTA.RC...change amount.

Claims (12)

A human-powered vehicle control device used in a human-powered vehicle,
The human-powered vehicle is
a crank;
a driving wheel driven by rotating the crank in a predetermined rotational direction;
a transmission for changing the ratio of the rotational speed of the drive wheels to the rotational speed of the crank;
a drag force adjustment unit capable of adjusting the drag force of the crank against the human-powered driving force applied to the crank;
The human-powered vehicle control device includes:
A controller for a man-powered vehicle, comprising a first controller configured to control the drag adjuster such that the drag of the crank increases when the ratio is changed. The first control unit is configured to control the drag force adjustment unit so that the drag force of the crank increases in at least one of when the ratio decreases and when the ratio increases. Item 2. A control device for a human-powered vehicle according to item 1. The transmission is controlled according to at least one of the rotation speed of the crank, the running speed of the manpowered vehicle, the running resistance of the manpowered vehicle, the manpowered driving force, and the tilting state of the manpowered vehicle. 3. A controller for a manpowered vehicle according to claim 1 or 2, further comprising a second control unit configured to: the drag force adjuster includes an electric motor connected to the crank;
4. Control for manpowered vehicles according to any one of claims 1 to 3, wherein the first control unit is configured to adjust the drag of the crank by causing the electric motor to generate rotational torque. Device. 5. The manpowered vehicle controller of claim 4, wherein the electric motor is configured to generate the rotational torque by regenerative braking. 6. A controller for a manpowered vehicle according to claim 4 or 5, wherein the electric motor is configured to assist propulsion of the manpowered vehicle. 7. The controller for a man-powered vehicle according to claim 6, wherein said first control unit is configured to control said electric motor in response to said man-powered driving force. The first control unit is configured to be capable of controlling the electric motor so as to assist the propulsion force of the manpower-driven vehicle when the human-powered driving force is equal to or greater than a sixth value, and the human-powered driving force reaches a seventh value. 8. A controller for a man-powered vehicle according to claim 7, configured to control said electric motor not to assist propulsion of said man-powered vehicle when less than a value. 9. A manpowered vehicle control device according to any one of claims 4 to 8, wherein the electric motor is provided in the vicinity of the crank. 10. A controller for a manpowered vehicle as claimed in any one of claims 4 to 9, wherein the electric motor is connected to the crank via a two-way clutch or a direct clutch. the drag force adjuster includes a braking device configured to brake the wheels of the manpowered vehicle;
The manpowered vehicle control according to any one of claims 1 to 10, wherein the first control unit is configured to adjust the drag of the crank by causing the braking device to brake the wheel. Device. The wheels include the drive wheels,
12. A controller for a manpowered vehicle according to claim 11, wherein the braking device is configured to brake the drive wheels.

Images