JP2023085935A - Device, method, and system for processing human power drive vehicle information and computer program - Google Patents

Abstract

To provide a human power drive vehicle information processing device that can optimize a comfort degree of a human power drive vehicle for respective riders and allows riders to confirm the comfort degree, and to provide a human power drive vehicle information processing method, a human power drive vehicle information processing system, and a computer program.SOLUTION: A human power drive vehicle information processing device includes: an acquisition unit for acquiring state data of a human power drive vehicle in traveling; a learning unit for learning a comfort degree of traveling of the human power drive vehicle corresponding to the state data on the basis of motions of a rider in traveling and calculating an index value indicating the comfort degree corresponding to newly acquired state data from the learned result; and an output unit for outputting the index value.SELECTED DRAWING: Figure 10

Description

The present invention relates to a manpowered vehicle information processing device, a manpowered vehicle information processing method, a manpowered vehicle information processing system, and a computer program.

Systems for automatically controlling devices mounted on human-powered vehicles have been put into practical use (Patent Document 1, etc.). Automatic control in a human-powered vehicle is performed based on cadence, torque, etc. in the crank so that the rider can travel more comfortably.

JP-A-10-095384

Riders have different criteria for feeling comfortable while driving in a human-powered vehicle. For example, even though it is generally said that a cadence around 60 rpm is comfortable, some riders feel comfortable at 50 rpm, while others feel uncomfortable even at 61 rpm.

The present invention provides a human-powered vehicle information processing apparatus, a human-powered vehicle information processing method, a human-powered vehicle information processing system, and a computer program that optimize the comfort level of a human-powered vehicle for each rider and allow riders to confirm. for the purpose.

A human-powered vehicle information processing apparatus according to a first aspect of the present invention includes an acquisition unit that acquires state data of a running human-powered vehicle; It has a learning unit that learns based on motions during running and calculates from learning results an index value indicating the degree of comfort corresponding to newly acquired state data, and an output unit that outputs the index value.

According to the manpower-driven vehicle information processing apparatus of the first aspect, it is possible to output a comfort level index value optimized for each rider.

A manpowered vehicle information processing apparatus according to a second aspect of the present invention is the manpowered vehicle information processing apparatus according to the first aspect, and causes a display unit to display an image of color, density, or brightness corresponding to the index value.

According to the manpower-driven vehicle information processing apparatus of the second aspect, the comfort level index value optimized for each rider can be displayed in a manner that the rider can intuitively grasp.

A manpowered vehicle information processing apparatus according to a third aspect of the present invention is the manpowered vehicle information processing apparatus according to the second aspect, wherein the display unit is a display provided on a handlebar of the manpowered vehicle.

According to the manpower-driven vehicle information processing device of the third aspect, the comfort index value optimized for each rider can be displayed at a position where the rider can check it while driving.

A manpowered vehicle information processing apparatus according to a fourth aspect of the present invention is the manpowered vehicle information processing apparatus according to the second aspect, wherein the display unit is an information terminal device for a rider of the manpowered vehicle.

According to the manpower-driven vehicle information processing device of the fourth aspect, the index value of the comfort level optimized for each rider can be checked on the information terminal device owned by the rider.

A manpowered vehicle information processing apparatus according to a fifth aspect of the present invention is the manpowered vehicle information processing apparatus according to any one of the first to fourth aspects, wherein the learning unit comprises the state data and the index value. , and updates the index value according to the rider's motion.

According to the manpower-driven vehicle information processing apparatus of the fifth aspect, a method of calculating a comfort index value for each rider based on the corresponding relationship between the state data of the manpower-driven vehicle in motion and the motion of the rider during travel. is optimized.

A manpowered vehicle information processing apparatus according to a sixth aspect of the present invention is the manpowered vehicle information processing apparatus according to the fifth aspect, wherein the correspondence relationship is the cadence and the torque in the drive mechanism of the manpowered vehicle included in the state data. 4 is a map of the index values against the values of .

According to the manpower-driven vehicle information processing device of the sixth aspect, the index value of the comfort level optimized for each rider can be learned from a map of cadence, torque, and index value.

A manpower-driven vehicle information processing apparatus according to a seventh aspect of the present invention is the manpower-driven vehicle information processing apparatus according to the sixth aspect, and causes a display unit to display the history of the state data during running on the map.

According to the manpower-driven vehicle information processing apparatus of the seventh aspect, the rider can check the history of changes in the index value of the comfort level, and the rider can feel that learning is progressing.

A manpowered vehicle information processing apparatus according to an eighth aspect of the present invention is the manpowered vehicle information processing apparatus according to any one of the first to fourth aspects, wherein when state data is input, the learning unit performs the It is a learning model trained to output an index value and performs learning while driving.

According to the manpower-driven vehicle information processing apparatus of the eighth aspect, the index value of the comfort level can be learned by multiple variables including cadence and torque for each rider.

A manpowered vehicle information processing apparatus according to a ninth aspect of the present invention is the manpowered vehicle information processing apparatus according to any one of the first to eighth aspects, wherein the learning unit receives the status data from the rider. When the device mounted on the manpowered vehicle is operated via the operation device, it is learned that the comfort level has decreased.

According to the manpower-driven vehicle information processing apparatus of the ninth aspect, it is possible to learn the degree of comfort of the manpower-driven vehicle during travel depending on whether or not the device is operated by each rider via the operating device. If there is an operation to the device, there is a high possibility that the rider is trying to drive the human-powered vehicle more comfortably or more stably. If the device has been manipulated, it should be relatively less comfortable than after the manipulation, so this can be used as a basis for learning.

A manpower-driven vehicle information processing apparatus according to a tenth aspect of the present invention is the manpower-driven vehicle information processing apparatus according to the ninth aspect, wherein the operation device is a shift operation device.

According to the manpower-driven vehicle information processing device of the tenth aspect, the degree of comfort of the manpower-driven vehicle during travel can be learned depending on the presence or absence of operation of the shift operating device by each rider.

A manpower-driven vehicle information processing apparatus according to an eleventh aspect of the present invention is the manpower-driven vehicle information processing apparatus according to the ninth aspect, wherein the operation device is an assist operation device.

According to the manpower-driven vehicle information processing device of the eleventh aspect, the degree of comfort of the manpower-driven vehicle during travel can be learned depending on the presence or absence of operation of the assist operation device by each rider.

A manpowered vehicle information processing apparatus according to a twelfth aspect of the present invention is the manpowered vehicle information processing apparatus according to any one of the first to eighth aspects, wherein the learning unit, with respect to the state data, Calculates and learns an index value indicating comfort level based on biological information.

According to the manpower-driven vehicle information processing apparatus of the twelfth aspect, the comfort level of a running manpower-driven vehicle can be learned from the biological information of each rider.

In the manpowered vehicle information processing method according to the thirteenth aspect of the present invention, a computer mounted on the manpowered vehicle acquires state data of the manpowered vehicle during travel, is learned based on the rider's motion during running, an index value indicating the comfort level corresponding to the newly acquired state data is calculated from the learning result, and the index value is output.

According to the manpower-driven vehicle information processing method of the thirteenth aspect, it is possible to output a comfortableness index value optimized for each rider.

A human-powered vehicle information processing system according to a fourteenth aspect of the present invention includes a display device and a computer mounted on the human-powered vehicle, wherein the computer includes an acquisition unit for acquiring state data of the human-powered vehicle in motion. learning the driving comfort level of the human-powered vehicle corresponding to the state data based on the rider's motion during driving, and obtaining an index value indicating the comfort level corresponding to the newly acquired state data from the learning result It has a learning unit for calculating and an output unit for outputting the index value.

According to the human-powered vehicle information processing system of the fourteenth aspect, it is possible to output a comfortableness index value optimized for each rider.

A computer program according to the fifteenth aspect of the present invention acquires state data of a manpower-driven vehicle during travel to a computer mounted on the manpower-driven vehicle, and calculates the travel comfort level of the manpower-powered vehicle corresponding to the state data. , learning based on the motion of the rider during running, calculating from the learning result an index value indicating the degree of comfort corresponding to the newly acquired state data, and outputting the index value.

According to the computer program of the fifteenth aspect, it is possible to output a comfort level index value optimized for each rider.

According to the present disclosure, it is possible to optimize the index value of the degree of comfort that a rider riding in a human-powered vehicle feels comfortable with respect to the state data of the human-powered vehicle for each rider. In addition, the rider can confirm the process in which the index value of the comfort level that feels comfortable is adapted to the rider.

1 is a side view of a human-powered vehicle to which a control device according to a first embodiment is applied; FIG. It is a block diagram explaining the structure of a control apparatus. It is a flowchart which shows an example of the learning processing procedure of comfort level by a control apparatus. It is a flowchart which shows an example of the output processing procedure of comfort level by a control apparatus. 4 shows an example of display on the output unit in the first embodiment. An example of a map of index values is shown. It is a flow chart which shows an example of a learning processing procedure of a comfort level by a control device of a 2nd embodiment. FIG. 10 is a diagram showing updating of index values on a map; It is a figure which shows an example of the learning result of a map. Another example of a map learning result is shown. It is a flow chart which shows an example of the output processing procedure of comfort by the control device of a 2nd embodiment. 3 shows an example of display on the output unit in the second embodiment. FIG. 11 is a block diagram showing the configuration of an information terminal device 7 in a third embodiment; 10 is a flowchart showing an example of a comfort level learning processing procedure in the human-powered vehicle control system of the third embodiment. 9 is a flow chart showing an example of a display procedure in the second embodiment; 4 shows a display example of an index value on the display unit of the information terminal device. 2 shows a history of status data displayed on the display unit of the information terminal device; 3 shows another example of the history of status data displayed on the display unit of the information terminal device. It is a block diagram explaining the structure of the control apparatus in 4th Embodiment. 1 is a schematic diagram of a learning model; FIG. It is a flow chart which shows an example of a learning processing procedure. It is a flow chart which shows an example of an output processing procedure of a comfort level in a 4th embodiment. FIG. 11 is a block diagram showing the configuration of a control device in a modified example of the fourth embodiment; FIG. It is a block diagram which shows the structure of an information terminal device.

The following descriptions of the respective embodiments are examples of possible forms of the manpowered vehicle information processing apparatus according to the present invention, and are not intended to limit the forms. The human-powered vehicle information processing apparatus according to the present invention can take forms different from each embodiment, such as a modification of each embodiment, or a form in which at least two mutually consistent modifications are combined.

In the following description of each embodiment, directional terms such as forward, rearward, forward, backward, left, right, sideways, up, and down refer to directions when the rider is seated on the saddle of the manpowered vehicle. Used as a reference.

(First embodiment)
FIG. 1 is a side view of a manpowered vehicle 1 to which a control device 100 according to the first embodiment is applied. The manpowered vehicle 1 is a vehicle that is at least partially manpowered with respect to the motive power for travel. A vehicle that uses only an internal combustion engine or an electric motor as a driving force is excluded from the human-powered vehicle 1 of the present embodiment. The manpowered vehicle 1 is, for example, a bicycle including a mountain bike, a road bike, a cross bike, a city cycle, an electrically assisted bike (e-bike), and the like.

The manpowered vehicle 1 includes a vehicle body 11 , handlebars 12 , front wheels 13 , rear wheels 14 and a saddle 15 . The manpowered vehicle 1 includes a drive mechanism 20, devices 30 (31-32), an operating device 33, a battery 40, and sensors 50 (51-56).

A control unit 110 of the control device 100 controls devices including a transmission 31 and an assist device 32 mounted on the manpowered vehicle 1 . For example, the control device 100 is mounted on the battery 40, the cycle computer, the drive unit, etc. of the manpowered vehicle 1. FIG.

The control device 100 is connected to the device 30 , the operating device 33 and the battery 40 . Details of the connection form and the control device 100 will be described later.

The vehicle body 11 includes a frame 11A and front forks 11B. The front wheel 13 is rotatably supported by the front fork 11B. The rear wheel 14 is rotatably supported by the frame 11A. The handlebar 12 is supported by the frame 11A so that the direction of travel of the front wheel 13 can be changed.

The drive mechanism 20 transmits human power driving force to the rear wheels 14 . Drive mechanism 20 includes crank 21 , first sprocket assembly 22 , second sprocket assembly 23 , chain 24 and a pair of pedals 25 .

Crank 21 includes crankshaft 21A, right crank 21B, and left crank 21C. The crankshaft 21A is rotatably supported by the frame 11A. The right crank 21B and the left crank 21C are each connected to the crankshaft 21A. One of the pair of pedals 25 is rotatably supported by the right crank 21B. The other of the pair of pedals 25 is rotatably supported by the left crank 21C.

The first sprocket assembly 22 is connected to the crankshaft 21A so as to rotate integrally therewith. First sprocket assembly 22 includes one or more sprockets 22A. The first sprocket assembly 22, in one example, includes multiple sprockets 22A having different outer diameters.

A second sprocket assembly 23 is rotatably supported by the rear hub of the rear wheel 14 . Second sprocket assembly 23 includes one or more sprockets 23A. The second sprocket assembly 23, in one example, includes multiple sprockets 23A having different outer diameters.

The chain 24 is wound around one of the sprockets 22A of the first sprocket assembly 22 and one of the sprockets 23A of the second sprocket assembly 23 . When the crank 21 rotates forward due to the human power applied to the pedal 25, the sprocket 23A rotates forward together with the crank 21, the rotation of the sprocket 23A is transmitted to the second sprocket assembly 23 via the chain 24, and this rotation is transmitted to the rear wheels. Rotate 14. Instead of chain 24, a belt or shaft may be used.

The manpowered vehicle 1 is operated by power supplied from a battery 40 and includes a device 30 whose operation is controlled by a control device 100 . Device 30 includes transmission 31 and assist device 32 . The transmission device 31 and the assist device 32 basically operate under the control of the control device 100 according to the operation of the operation device 33 .

The transmission 31 changes the ratio of the rotation speed of the rear wheel 14 to the rotation speed of the crank 21 , that is, the gear ratio of the manpowered vehicle 1 . The gear ratio is represented by the ratio of the output rotation speed output by the transmission 31 to the input rotation speed input to the transmission 31 . When the gear ratio is expressed by an equation, it is "gear ratio=output rotational speed/input rotational speed". In the first example, the transmission 31 is an external transmission (rear derailleur) that changes the connection state between the second sprocket assembly 23 and the chain 24 . In the second example, the transmission 31 is an external transmission (front derailleur) that changes the connection state between the first sprocket assembly 22 and the chain 24 . A third example is an internal transmission provided on the hub of the rear wheel 14 . The transmission 31 may be a continuously variable transmission.

The assist device 32 is a device that assists the human-powered driving force of the human-powered vehicle 1 . The assist device 32 includes, for example, a motor. In one example, the assist device 32 is interposed between the crankshaft 21A and the frame 11A and transmits torque to the first sprocket assembly 22 to assist the manpowered vehicle 1 with manpower. More specifically, the assist device 32 is arranged inside a drive unit (not shown) provided near the crankshaft 21A. The drive unit has a case, and the assist device 32 is arranged inside the case. The assist device 32 may drive a chain 24 that transmits driving force to the rear wheels 14 of the manpowered vehicle 1 .

The operating device 33 is provided on the handlebar 12 . The operation device 33 includes, for example, an operation section 33A operated by a rider. An example of the operation unit 33A is one or more buttons. Another example of the operating portion 33A is a brake lever. The operation unit 33A can be operated by tilting left and right brake bars provided on the left and right steering wheels. The information terminal device 7 carried by the rider may be used as the operation unit 33A. An operation button is displayed on the display panel included in the information terminal device 7, and when the information terminal device 7 detects that the operation button is operated, the information terminal device 7 notifies the control device 100 of it.

The operating device 33 includes a shift operating device 33B. The shift operating device 33B is a plurality of buttons included in the operating section 33A. The shift operating device 33B is a device attached to the brake bar. Each time the rider operates the shift operating device 33B by tilting the brake bar or pressing a button provided on the brake bar, the transmission device 31 can be manually operated, the gear ratio can be increased, or the gear ratio can be decreased. .

The operating device 33 includes an assist operating device 33C. The assist operating device 33C is, for example, a button included in the operating section 33A. By pressing the assist operating device 33C, the assist mode can be set to one of a plurality of levels (high/middle/low). The operation device 33 may include a notification unit that notifies the operating state.

The operating device 33 includes an output section 33D. The output unit 33D includes a display device capable of displaying characters or images, such as a liquid crystal panel, organic EL, or LED. The output unit 33D outputs the index value calculated by the control device 100, which will be described later, in the form of text or an image. The buttons of the operation section 33A may be buttons displayed on the output section 33D.

The operation device 33 is connected for communication with the control device 100 so as to transmit to the control device 100 signals corresponding to the operations of the operation section 33A, the shift operation device 33B and the assist operation device 33C. The operation device 33 is connected for communication with the transmission 31 and the assist device 32 so as to transmit to the transmission 31 or the assist device 32 a signal corresponding to the operation of the operation section 33A, the shift operation device 33B, and the assist operation device 33C. may In the first example, the operation device 33 communicates with the control device 100 via a communication line or an electric wire capable of PLC (Power Line Communication). The operation device 33 may communicate with the transmission device 31, the assist device 32, and the control device 100 via a communication line or an electric wire capable of PLC. In the second example, the operating device 33 communicates with the control device 100 by wireless communication. The operation device 33 may communicate with the transmission device 31, the assist device 32 and the control device 100 by wireless communication.

Battery 40 includes a battery body 41 and a battery holder 42 . A battery main body 41 and a battery holder 42 are included. The battery body 41 is a storage battery containing one or more battery cells. The battery holder 42 is fixed to the frame 11A of the manpowered vehicle 1 . The battery main body 41 is attachable to and detachable from the battery holder 42 . The battery 40 is electrically connected to the device 30, the operation device 33 and the control device 100, and supplies power as needed. Battery 40 preferably includes a controller for communicating with controller 100 . Preferably, the control unit includes a processor using a CPU.

The human-powered vehicle 1 is provided with sensors 50 for detecting the state of the rider and the driving environment at various locations. Sensor 50 includes speed sensor 51 , acceleration sensor 52 , torque sensor 53 , cadence sensor 54 , gyro sensor 55 and seat sensor 56 .

The speed sensor 51 is provided, for example, in the front wheel 13 and transmits a signal corresponding to the number of rotations of the front wheel 13 per unit time to the control device 100 . Based on the output of the speed sensor 51 , the control device 100 can calculate the vehicle speed and travel distance of the manpowered vehicle 1 .

The acceleration sensor 52 is fixed to the frame 11A, for example. The acceleration sensor 52 is a sensor that outputs vibrations of the manpowered vehicle 1 in three axes (front-rear direction, left-right direction, and up-down direction) with respect to the frame 11A. It is Acceleration sensor 52 sends signals corresponding to the magnitude of motion and vibration to control device 100 .

A torque sensor 53 is provided, for example, to measure the torque applied to the right crank 21B and the left crank 21C. Torque sensor 53 transmits to control device 100 a signal corresponding to the torque measured in at least one of right crank 21B and left crank 21C.

The cadence sensor 54 is provided, for example, to measure the cadence of either the right crank 21B or the left crank 21C. Cadence sensor 54 transmits a signal corresponding to the measured cadence to control device 100 .

The gyro sensor 55 is fixed to the frame 11A, for example. A gyro sensor 55 is provided to detect the yaw, roll, and pitch rotations of the manpowered vehicle 1 . The gyro sensor 55 transmits signals corresponding to the amount of rotation of each of the three axes to the control device 100 .

A seating sensor 56 is provided on the inner surface of the saddle 15 so as to measure whether or not the rider is seated on the saddle 15 . The seating sensor 56 uses, for example, a piezoelectric sensor, and transmits a signal corresponding to the weight applied to the saddle 15 to the control device 100 .

FIG. 2 is a block diagram for explaining the configuration of the control device 100. As shown in FIG. The control device 100 includes a control section 110 and a storage section 112 .

The control unit 110 is a processor using a CPU. The control unit 110 uses memories such as built-in ROM (Read Only Memory) and RAM (Random Access Memory). The control unit 110 controls the operation of the controlled object mounted on the manpowered vehicle 1, power supply to the controlled object, and communication with the controlled object based on the determined control data according to the control program P1.

The storage unit 112 includes, for example, nonvolatile memory such as flash memory. The storage unit 112 stores the control program P1. The control program P<b>1 may be the control program P<b>2 stored in the non-temporary storage medium 200 read by the control unit 110 and duplicated in the storage unit 112 .

The storage unit 112 stores comfort level learning data. The comfort level learning data is data indicating the correspondence relationship between the state data and the comfort level index value. The state data includes any of the running speed and acceleration of the manpowered vehicle 1, the torque and cadence in the drive mechanism 20, and the inclination of the vehicle body 11 of the manpowered vehicle 1. FIG. The state data may be whether or not the rider is seated, or biological information of the rider. The learning data of the comfort level learns the correspondence so that the index value of the comfort level can be output when the state data is obtained. In the first example, the index value of the comfort level is a numerical value in six stages of "0, 1, 2, 3, 4, 5", and the larger the numerical value, the more comfortable it is. The index value of the comfort level is a numerical value of 10 steps in the second example. The number of steps is not limited to "6" and "10". In the third example, the index values of the comfort level are the characters "S, A, B, C, D, E", and the comfort level increases in the order of "S, A, B, C, D, E". indicates The comfort level index values are not limited to these expressions.

Control unit 110 communicates with a controlled object. In this case, the control unit 110 itself may have a communication unit (not shown) for the controlled object, or the control unit 110 may be connected to a communication unit for the controlled object provided inside the control device 100. . Control unit 110 preferably has a connection unit for communicating with a controlled object or a communication unit.

Control unit 110 preferably communicates with the controlled object by at least one of PLC and CAN communication. The communication performed by the control unit 110 with the controlled object is not limited to wired communication, and wireless communication such as ANT (registered trademark), ANT+ (registered trademark), Bluetooth (registered trademark), WiFi (registered trademark), ZigBee (registered trademark), etc. It's okay.

Control unit 110 is connected to sensor 50 via a signal line. The control unit 110 acquires state data regarding the traveling of the manpowered vehicle 1 from the signal output by the sensor 50 via the signal line.

The control unit 110 can communicate with the rider's information terminal device 7 via a wireless communication device 60 having an antenna. Wireless communication device 60 may be built in control device 100 . The wireless communication device 60 is a device that realizes communication via the so-called Internet. The wireless communication device 60 may be a device for wireless communication such as ANT (registered trademark), ANT+ (registered trademark), Bluetooth (registered trademark), WiFi (registered trademark), ZigBee (registered trademark), and LTE (Long Term Evolution). good. The wireless communication device 60 may conform to communication networks such as 3G, 4G, 5G, LTE (Long Term Evolution), WAN (Wide Area Network), LAN (Local Area Network), Internet line, leased line, satellite line, etc. good. The control unit 110 can output data to the information terminal device 7 .

The contents of control by the control device 100 configured in this way will be described. A control unit 110 of the control device 100 controls the device 30 based on input information acquired from the sensor 50 . In addition to controlling the device 30, the control unit 110 of the first embodiment acquires the state data of the manpowered vehicle 1 by the control program P1, and determines the driving comfort level corresponding to the state data. function as a "human-powered vehicle information processing device" that learns based on the above, calculates an index value indicating the comfort level corresponding to the newly acquired state data from the learning result, and executes processing for outputting the index value. .

In the first embodiment, the control device 100 acquires the cadence and torque in the drive mechanism 20 as state data of the manpowered vehicle 1 . The control device 100 learns comfort levels corresponding to cadence and torque based on the rider's operation of the operating device 33 during running. In the first embodiment, the control device 100 learns the comfort level depending on whether or not the shift operation device 33B for the transmission 31 that affects cadence and torque is operated.

The control unit 110 of the first embodiment stores in the storage unit 112 as learning data of comfort level state data, which are cadence and torque, and index values indicated by six-level numerical values from "0" to "5." Remember relationships. Initially, all index values associated with cadence and torque may be "5". Data such as (T=t1, C=c1, index value=5), (T=t2, C=c2, index value=4), . . . are accumulated in the storage unit 112 as learning data. Control unit 110 updates the index value according to the presence or absence of operation with the same cadence and torque.

FIG. 3 is a flowchart showing an example of a comfort level learning processing procedure by the control device 100 . The control unit 110 of the control device 100 repeatedly executes the following processing procedure based on the control program P1.

The control unit 110 acquires torque from the torque sensor 53 (step S101) and acquires cadence from the cadence sensor 54 (step S103). The processing of steps S101 and S103 corresponds to the "acquisition unit".

Control unit 110 waits for a predetermined time after the state data acquisition timing in steps S101 and S103 (step S105), and determines whether shift operation device 33B is operated within a predetermined period (step S107). The predetermined period is, for example, 1 second, 2 seconds, or the like, which is the time required from a certain state until the rider actually performs the operation when he/she feels that he/she desires the operation.

If it is determined that shift operating device 33B has been operated within the predetermined period (S107: YES), control unit 110 stores the torque and cadence obtained in steps S101 and S103 in association with each other. The index value of the existing comfort level is updated so as to decrease the comfort level (step S109). Control unit 110 ends one learning process.

If it is determined that gear shift operation device 33B has not been operated within the predetermined period (S107: NO), control unit 110 stores the torque and cadence obtained in steps S101 and S103 in association with each other. The existing index value of the comfort level is updated so as to maintain or increase the comfort level (step S111). Control unit 110 ends one learning process.

In the first embodiment, it is determined in step S107 whether or not the shift operation device 33B has been operated. In step S107, control unit 110 may determine whether or not operation of assist operating device 33C of assist device 32 has been performed, and may learn that the degree of comfort has decreased if the operation has been performed. .

The control unit 110 executes the following processes in parallel with the processes shown in the flowchart of FIG. FIG. 4 is a flowchart showing an example of a comfort level output processing procedure by the control device 100 . Based on the control program P1, the control unit 110 continuously executes the following processing procedure while the manpowered vehicle 1 is running.

The control unit 110 acquires torque from the torque sensor 53 (step S201) and acquires cadence from the cadence sensor 54 (step S203).

Control unit 110 calculates a comfort level index value corresponding to the torque and cadence acquired in steps S201 and S203 from the learning data stored in storage unit 112 (step S205).

In step S205, if the combination of torque and cadence acquired in steps S201 and S203 exists in the learning data of storage unit 112, control unit 110 may read the comfort level stored in association with the combination. . If the combination of torque and cadence acquired in steps S201 and S203 does not exist in the learning data in storage unit 112, control unit 110 calculates from a nearby combination of torque and cadence. For example, the combination of torque and cadence acquired in steps S201 and S203 is (T=42, C=62), and the storage unit 112 stores (T=40, C=60, index value=4), ( When T=44, C=64, index value=5), the control unit 110 can calculate the index value as 5 (=rounded off ((4+5)/2)). The comfort level index value may be output after being rounded to an integer of "0"-"5", or may be output as a decimal number within the range of "0"-"5".

Control unit 110 outputs the index value calculated in step S205 to output unit 33D (step S207), and ends the process.

FIG. 5 shows an example of display on the output section 33D in the first embodiment. FIG. 5 shows an output section 33D, which is a display provided on the handlebar 12. As shown in FIG. As shown in FIG. 5, the display shows the index values numerically. The rider can check the visualized index value as shown in FIG. While driving the manpowered vehicle 1 while operating the operation device 33, the rider can confirm that the feeling of comfort gradually matches the index value of the comfort level displayed on the output section 33D.

(Second embodiment)
In the control device 100 of the second embodiment, the storage unit 112 stores, as a correspondence relationship between the state data and the index value of the comfort level, , to store a map of index values. The configuration of the control device 100 according to the second embodiment is the same as that of the first embodiment except for the processing described later. Therefore, among the configurations of the control device 100 of the second embodiment, the configurations common to those of the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted.

FIG. 6 shows an example of a map 114 of index values. The map 114 in FIG. 6 shows cadence on the horizontal axis and torque on the vertical axis. Cadence is large on the right side of the map, and torque is large on the upper side. The map 114 shown in FIG. 6 is grid-like. The map 114 divides the range of cadence and torque, and the index value can be specified depending on which range the cadence and torque fall into. The map 114 in FIG. 6 numerically indicates the height of index values in six stages from "0" to "5" corresponding to combinations of cadence and torque. FIG. 6 shows initial learning data before learning. As shown in FIG. 6, the comfort level index value is initially set to "5" regardless of whether both the cadence and torque are small or both are large.

FIG. 7 is a flowchart showing an example of a comfort level learning processing procedure by the control device 100 of the second embodiment. The control unit 110 of the control device 100 repeatedly executes the following processing procedure based on the control program P1. Among the processing procedures shown in the flowchart of FIG. 7, the same step numbers are assigned to procedures that are common to the processing procedures shown in the flowchart of FIG. 3 of the first embodiment, and detailed descriptions thereof are omitted.

When the control unit 110 of the control device 100 of the second embodiment determines that the shift operating device 33B has been operated (S107: YES), the map 114 indicates that the acquired torque and cadence fall within the corresponding range. The index value associated and stored is updated so as to reduce the comfort level (step S121).

On the map 114, the control unit 110 updates the index values in other ranges (mass) around the range corresponding to the acquired torque and cadence so as to decrease the comfort level (step S123), and performs the process. finish.

In step S<b>123 , the control unit 110 reduces the index value of the comfort level within a small range or a large range with respect to the cadence and torque corresponding to the range (mass) in which the comfort level is lowered. Update. The comfort level in the range adjacent to the range in which the comfort level is lowered in step S121 may be lowered so as to be smaller than the index value after being lowered in step S121.

In updating the index value in step S<b>123 , the index value may be decreased according to the operation content of the shift operating device 33 . For example, if the operation content is an operation to change to OW (outward) so as to increase the gear ratio, the rider feels that the pedals 25 are light. Therefore, control unit 110 reduces the index value so as to reduce the comfort level in the range of torque smaller than the torque in the relevant range and the cadence greater than the cadence in the relevant range.

If the operation content is an operation to change to IW (Inward) so as to decrease the gear ratio, the rider feels that the pedal 25 is heavy. Therefore, the control unit 110 may reduce the index value so as to reduce the comfort level in the range of torque that is larger than the torque in the relevant range and the cadence that is smaller than the cadence in the relevant range.

If the content of the operation is an operation to change the transmission gear ratio by two or more stages in order to increase the transmission gear ratio, the range of reduction in comfort level may be increased. Similarly, if the operation content is an operation to change the transmission gear ratio by two or more stages in order to decrease the transmission gear ratio, the degree of decrease in comfort level may be increased.

When control unit 110 of control device 100 of the second embodiment determines that gear shift operation device 33B has not been operated (S107: NO), map 114 indicates the range to which the acquired torque and cadence correspond. is updated so as to maintain or increase the comfort level (step S125).

The control unit 110 updates the index values in other ranges (mass) around the range corresponding to the acquired torque and cadence on the map 114 so as to maintain or increase the comfort level (step S127), End the process.

In step S127, if the index value of the comfort level in the range adjacent to the range (mass) in which the comfort level is increased diverges from the index value updated in step S125, the control unit 110 adjusts the value so that it is continuous. Update.

FIG. 8 is a diagram showing updating of index values on the map 114. As shown in FIG. The map 114 shown in FIG. 8 is obtained when the shift operating device 33B is operated at the timing when the state data indicated by the thick frame with the small cadence and large torque is obtained, compared to the map 114 shown in FIG. shows an example of The control unit 110 updates the index value of the comfort level in the range corresponding to the acquired cadence and torque from "5" to "4" (S121). The control unit 110 updates the index value in the range where the cadence is lower and the torque is higher to "3", "2", and "1" in gradation from that range (S123).

FIG. 9 is a diagram showing an example of the learning result of the map 114. As shown in FIG. A map 114 shown in FIG. 9 shows the distribution of the index values after learning by the updating shown in FIG. Based on the updated map 114, if the combination of cadence and torque can be specified, the control unit 110 can specify the degree to which the rider feels comfortable in that state.

FIG. 10 shows another example of the learning result of the map 114. FIG. A map 114 shown in FIG. 10 is contoured from the grid-like map shown in FIG. The control unit 110 curves the boundaries of grids having the same index value in the grid map, draws smooth contour lines, and creates a contour map. The boundary shall be determinable by a regression equation. In the map 114 shown in FIG. 10, the greater the comfort level index value, the higher the concentration.

FIG. 11 is a flowchart showing an example of a comfort level output processing procedure by the control device 100 of the second embodiment. Among the processing procedures shown in the flowchart of FIG. 11, procedures that are common to the processing procedures shown in the flowchart of FIG. 4 of the first embodiment are given the same step numbers, and detailed descriptions thereof will be omitted.

The control unit 110 reads from the map 114 the comfort index values corresponding to the torque and cadence acquired in steps S201 and S203 (step S215).

The control unit 110 outputs the read index value to the output unit 33D (step S217), and ends the process.

FIG. 12 shows an example of display on the output section 33D in the second embodiment. FIG. 12 shows an output section 33D, which is a display provided on the handlebar 12. As shown in FIG. In the display of the output section 33D in the second embodiment, the index values are indicated by numbers and color densities. The display of the output unit 33D may display an image with color and brightness corresponding to the index value. In the manpowered vehicle 1 of the second embodiment, the rider can intuitively check the index values visualized as shown in FIG. While driving the manpowered vehicle 1 while operating the operation device 33, the rider can confirm that the feeling of comfort gradually matches the index value of the comfort level displayed on the output section 33D.

(Third embodiment)
The control device 100 of the third embodiment calculates an index value using the biological information of the rider via the information terminal device 7 of the rider. The biological information may include respiratory rate and blood flow.

FIG. 13 is a block diagram showing the configuration of the information terminal device 7 in the third embodiment. The information terminal device 7 includes a control section 70 , a storage section 72 , a display section 74 , a communication section 76 and a biosensor 78 . The information terminal device 7 is, for example, at least one of a smart phone, a tablet terminal, and a cycle computer. The information terminal device 7 includes a control unit, a display unit (operation unit), and a communication unit, and is not limited to a smartphone or a tablet terminal as long as it is a device that cooperates with the manpowered vehicle 1 . The information terminal device 7 may be a personal computer or a wearable device.

The control unit 70 is a processor using a CPU. The control unit 70 uses a built-in memory such as ROM and RAM. The control unit 70 controls communication between the manpowered vehicle 1 and the control device 100 according to an application program P7, which will be described later.

The storage unit 72 includes, for example, non-volatile memory such as flash memory. The storage unit 72 stores an application program P7. The application program P7 may be the application program P7 stored in the non-temporary storage medium 200 read by the control unit 70 and duplicated in the storage unit 72, or may be downloaded via a public network. good.

The display unit 74 is a display device such as a liquid crystal panel or an organic EL display. The display unit 74 displays information output from the control unit 70 . In the third embodiment, the display unit 74 displays a screen including the comfort level of the rider of the manpowered vehicle 1 based on the application program P7.

The communication unit 76 has an antenna and can wirelessly communicate with the control device 100 . The communication unit 76 is a device compatible with the wireless communication device 60 conforming to a protocol capable of communicating with the control device 100 .

The biosensor 78 is, for example, an optical heart rate sensor. The biosensor 80 is worn on the rider's wrist and transmits a signal corresponding to the heartbeat to the control unit 70 .

In the third embodiment, the manpowered vehicle information processing system including the information terminal device 7 and the control device 100 provides an index indicating the degree of comfort based on the biological information of the rider for the state data of the manpowered vehicle 1 in motion. Calculate and learn values. In the third embodiment, the display unit that displays the image of color, density, or brightness according to the index value is the display unit 74 of the information terminal device 7 of the rider of the manpowered vehicle 1 .

FIG. 14 is a flowchart showing an example of a comfort level learning processing procedure in the human-powered vehicle control system of the third embodiment. The control unit 110 of the control device 100 and the control unit 70 of the information terminal device 7 repeatedly execute the following processing procedure based on the control program P1 and the application program P7, respectively.

The control unit 70 of the information terminal device 7 acquires the heartbeat based on the signal from the biosensor 78 (step S301), and transmits the acquired heartbeat data from the communication unit 76 to the control device 100 (step S303).

In step S301, the control unit 70 predicts and derives the heart rate per unit time (for example, one minute) from the instantaneous heartbeat interval, and transmits the calculated heart rate data per unit time in step S303. good too. The control unit 70 may transmit the heartbeat interval itself as heart rate data.

The control unit 110 of the control device 100 acquires torque from the torque sensor 53 (step S131) and acquires cadence from the cadence sensor 54 (step S133).

Control unit 110 receives the heartbeat data via wireless communication device 60 (step S135), and calculates an index value indicating the degree of comfort based on the heartbeat data (step S137).

In step S137, control unit 110, for example, calculates the degree of comfort based on the heart rate. Control unit 110 calculates a lower comfort level as the heart rate increases, and conversely calculates a lower comfort level when the heart rate is less than or equal to a predetermined small heart rate. In another example, the control unit 110 calculates the comfort level based on the magnitude of change in heart rate interval in the most recent predetermined first period (for example, 2 or 3 minutes). When the heart rate suddenly rises, the load on the body is considered to be large, and the control unit 110 calculates so as to lower the comfort level. In another example, the heart rate control unit 110 calculates so that the degree of comfort increases as the variation in heart rate intervals in the most recent predetermined period (for example, two minutes) decreases. If the variation is large, such as when the heart rate suddenly rises and returns, the control unit 110 may calculate the comfort level to be low, assuming that the stress is increasing.

Control unit 110 associates the index value calculated in step S137 with the acquired torque and cadence, stores them in storage unit 112 (step S139), and completes one learning process.

As described above, the comfort level is calculated based on the biometric information, and the correspondence relationship between the torque and cadence and the comfort level is learned and stored in the storage unit 112 as learning data.

FIG. 15 is a flow chart showing an example of a display procedure in the second embodiment. Based on the control program P1 and the application program P7, the control device 100 and the information terminal device 7 respectively continuously execute the following processing procedure while the manpowered vehicle 1 is running.

The control unit 110 of the control device 100 acquires torque from the torque sensor 53 (step S231) and acquires cadence from the cadence sensor 54 (step S233).

Control unit 110 calculates a comfort level index value corresponding to the torque and cadence obtained in steps S231 and S233 from the learning data stored in storage unit 112 (step S235).

Control unit 110 transmits data including the calculated index value and state data to information terminal device 7 via wireless communication device 60 (step S237). Control unit 110 transmits cadence and torque as state data in step S237. The control unit 110 may also transmit the running speed and acceleration data to the information terminal device 7 as the state data.

The control unit 70 of the information terminal device 7 receives data including the index value and the state data via the communication unit 76 (step S331), and stores the index value data and the state data in chronological order (step S333). The control unit 70 causes the display unit 74 to display the state data (step S335), and based on the index value data, causes the display unit 74 to display an image of color, density, or brightness corresponding to the index value (step S337). , to end the display process. In step S<b>335 , the control unit 70 may obtain the traveled distance or the like from the state data received together with the index value data, and then cause the display unit 74 to display it.

FIG. 16 shows a display example of index values on the display unit 74 of the information terminal device 7 . FIG. 16 shows a display example on the information terminal device 7 (smartphone) fixed to the handlebar 12 . FIG. 16 shows a screen 740 showing the state of the manpowered vehicle 1 during running based on the application program P7 displayed on the display unit 74. As shown in FIG. A screen 740 displays a state data text 742 and an image 744 having a density corresponding to the comfort level index value.

The rider can intuitively check the index values visualized as shown in FIG. While the rider is driving the manpowered vehicle 1 while operating the operation device 33, the feeling of comfort gradually matches the index value of the comfort level displayed on the display unit 74 of the information terminal device 7. I can confirm that.

The information terminal device 7 stores the status data every time it receives it, as shown in the flowchart of FIG. 15 (S333). Therefore, the control unit 70 can cause the display unit 74 to display the history of the state data during running as the travel history of the manpowered vehicle 1 . FIG. 17 shows the history of status data displayed on the display unit 74 of the information terminal device 7. As shown in FIG. In the example of FIG. 17, the history of the state data acquired during running is shown by connecting lines on the index value map. The screen shown in FIG. 17 allows the rider to visually confirm changes in cadence, torque, and comfort level as a review of the travel of the manpowered vehicle 1 .

FIG. 18 shows another example of the status data history displayed on the display unit 74 of the information terminal device 7. As shown in FIG. In the example of FIG. 18, the horizontal axis indicates the traveled distance, and the vertical axis indicates the history of the index value and the state data. The control unit 70 may display the travel speed history in an overlapping manner, or may display the altitude in an overlapping manner. The screen shown in FIG. 18 allows the rider to visually confirm changes in cadence, torque, and comfort level as a review of the travel of the manpowered vehicle 1 .

(Fourth embodiment)
In the control device 100 according to the first to third embodiments, the correspondence relationship between the state data and the index value of the comfort level and the map 114 are stored in the storage unit 112 and used. In the fourth embodiment, the control device 100 uses, as a learning unit, a learning model trained to output an index value when state data is input.

FIG. 19 is a block diagram illustrating the configuration of the control device 100 according to the fourth embodiment. The control device 100 according to the fourth embodiment stores the learning model M1 in the storage unit 112 . The configuration of the control device 100 in the fourth embodiment is the same as in the first embodiment, except that the learning model M1 is stored and the processing procedure using the learning model M1. Therefore, among the configurations of the control device 100 of the fourth embodiment, the configurations common to those of the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted.

The learning model M<b>1 stored in the storage unit 112 may be the learning model M<b>2 stored in the non-temporary storage medium 200 read by the control unit 110 and duplicated in the storage unit 112 .

FIG. 20 is a schematic diagram of the learning model M1. The learning model M1 is a learning model learned by deep learning using a neural network. The learning model M1 may be a model learned by a recurrent neural network. The learning model M1 is learned so as to output an index value of comfort level when state data of the manpowered vehicle 1 in motion acquired by the sensor 50 is input.

The learning model M1 includes an input layer M11 for inputting input information, an output layer M12 for outputting comfort level index values, and an intermediate layer M13 including a node group consisting of one or more layers. The intermediate layer M13 connected to the output layer M12 is a coupling layer that aggregates many nodes into the number of nodes in the output layer M12. The output layer M12 has one node. Each node in the middle layer M13 has parameters including at least one of weight and bias in relation to the node in the previous layer. The learning model M1 includes, in addition to cadence and torque, state data (input) that can be obtained from the sensor 50, such as running speed, acceleration, inclination of the vehicle body 11, and seating state of the rider, while the manpowered vehicle 1 is running; Whether or not the rider has operated the shift operating device 33B (or the assist operating device 33C) after a predetermined time from when the state data is obtained is learned from teacher data including the output label (0: absent, 1: present). . The learning model M1 back-propagates the error between the index value output from the output layer M12 when state data (input information) is input to the input layer M11 and the label corresponding to the state data to the intermediate layer M13. It is learned by updating the parameters in the nodes of the hidden layer M13.

In the learning model M1, state data that can be obtained from the sensor 50, including cadence and torque, may be directly input to the input layer M11 at each point in time, and the amount of change in the last few seconds (for example, two seconds) may be input. . The learning model M1 may be learned by a recurrent neural network so as to output an index value while being influenced by input information input in the past.

Since the learning model M1 needs to be learned for each rider, it is stored in the storage unit 112 after being learned to some extent before the shipment of the control device 100 . After the manpowered vehicle 1 is shipped and purchased, the control unit 110 learns the learning model M1 as follows.

FIG. 21 is a flowchart showing an example of a learning processing procedure. The control unit 110 of the control device 100 executes the following processes based on the control program P1 while the manpowered vehicle 1 is running.

The control unit 110 acquires state data including torque from the torque sensor 53 and cadence from the cadence sensor 54 from the sensor 50 (step S141).

Control unit 110 waits for a predetermined period of time from the acquisition timing of the state data in step S141 (step S143), and determines whether or not shift operating device 33B is operated within a predetermined period of time (step S145). The predetermined period is, for example, 1 second, 2 seconds, or the like, which is the time required from a certain state until the rider actually performs the operation when he/she feels that he/she desires the operation.

If it is determined that shift operation device 33B has been operated (S145: YES), control unit 110 immediately (for example, within 2 seconds) determines whether an operation opposite to the operation in step S145 has been performed at shift operation device 33B. It is determined whether or not (step S147).

When it is determined that the reverse operation has not been performed (S147: NO), control unit 110 confirms that the operation has been performed (there is an operation, label=1) (step S149).

If it is determined in step S145 that shift operation device 33B has not been operated (S145: NO), control unit 110 confirms that no operation has been performed (no operation, label=0) (step S151), The process proceeds to step S153.

The control unit 110 inputs the state data obtained in step S141 as input information to the input layer M11 of the learning model M1 (step S153). The control unit 110 acquires the comfort level index value output from the output layer M12 of the learning model M1 according to the process of step S153 (step S155). Control unit 110 calculates the error between the output of learning model M1 in step S155 and the determination of whether or not an operation has been performed using a predetermined error function (step S157).

The second control unit 116 of the control unit 110 updates the parameters of the intermediate layer M13 according to the calculated error (step S159), and determines whether or not the learning condition is satisfied (step S161).

If it is determined that the learning condition is satisfied (S161: YES), control unit 110 ends the learning process.

If it is determined that the learning conditions are not satisfied (S161: NO), the process returns to step S141 to continue learning.

When control unit 110 determines in step S147 that a reverse operation has been performed (S147: YES), the process proceeds to step S161. This is to avoid learning when an erroneous operation is performed.

The control device 100 calculates and outputs the comfort level using the learning model M1 for which learning has been completed. FIG. 22 is a flowchart showing an example of a comfort level output processing procedure according to the fourth embodiment. Based on the control program P1, the control unit 110 continuously executes the following processing procedure while the manpowered vehicle 1 is running.

The control unit 110 acquires state data including torque from the torque sensor 53 and cadence from the cadence sensor 54 from the sensor 50 (step S241).

The control unit 110 inputs the acquired state data to the learned learning model M1 (step S243), and acquires the comfort level index value output from the learning model M1 (step S245).

Control unit 110 outputs the acquired index value to output unit 33D (step S247), and ends the process.

An output example in the fourth embodiment is the same as that in the first embodiment, so illustration and detailed description are omitted.

(Modification)
In the fourth embodiment, the control device 100 uses the learning model M1 to calculate the comfort level index value. Learning using the learning model M1 may be executed by the information terminal device 7 of the rider. FIG. 23 is a block diagram showing the configuration of the control device 100 in the modified example of the fourth embodiment.

The configuration of the control device 100 in the modified example of the fourth embodiment is the same as that of the fourth embodiment except that the learning model is not stored and the processing described later. Therefore, among the configurations of the control device 100 of the modified example of the fourth embodiment, the configurations common to those of the fourth embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted.

FIG. 24 is a block diagram showing the configuration of the information terminal device 7. As shown in FIG. The configuration of the information terminal device 7 is the same as that of the information terminal device 7 described in the third embodiment, except that the biosensor 78 is not required, and the learning model M3 is stored and processing is performed using the learning model M3. Therefore, the same reference numerals are given to the configurations common to the third embodiment, and detailed description thereof will be omitted.

The information terminal device 7 of the modified example of the fourth embodiment includes a control section 70 , a storage section 72 , a display section 74 and a communication section 76 . The storage unit 72 stores a learning model M3. The learning model M3 is learned for riders.

In the modified example, of the learning procedure of the learning model M1 in the fourth embodiment shown in FIG. .

Control unit 110 of control device 100 determines whether or not an operation has been performed (S149, S151), and transmits the state data obtained in step S141 and data indicating whether or not the determined operation has been performed to information terminal device 7. do.

When the control unit 70 of the information terminal device 7 receives the state data and the confirmed data indicating whether or not there is an operation, the control unit 70 learns the learning model M3 based on the state data and the data regarding whether or not there is an operation (S153 to S157).

As described in the modified example, the information terminal device 7 may perform the computation of the learning process. When the computational resources of the information terminal device 7 are more abundant than those of the control device 100, the computational load of the control device 100 can be reduced by executing the learning process and the computation of the learning model M3 by the information terminal device 7. FIG.

The embodiments disclosed as described above are illustrative in all respects and are not restrictive. The scope of the present invention is indicated by the scope of claims, and includes all modifications within the meaning and scope of equivalence to the scope of claims.

DESCRIPTION OF SYMBOLS 1... Human-powered vehicle, 11... Vehicle body, 11A... Frame, 11B... Front fork, 11C... Light, 12... Handlebar, 13... Front wheel, 14... Rear wheel, 15... Saddle, 20... Drive mechanism, 21... Crank , 21A... crankshaft, 21B... right crank, 21C... left crank, 22... first sprocket assembly, 22A... sprocket, 23... second sprocket assembly, 23A... sprocket, 24... chain, 25... pedal, 30... device, DESCRIPTION OF SYMBOLS 31... Transmission, 32... Assist apparatus, 33... Operation device, 33A... Operation part, 33B... Shift operation apparatus, 33C... Assist operation apparatus, 33D... Output part, 40... Battery, 41... Battery main body, 42... Battery holder , 50... Sensor, 51... Speed sensor, 52... Acceleration sensor, 53... Torque sensor, 54... Cadence sensor, 55... Gyro sensor, 56... Seating sensor, 60... Wireless communication device, 100... Control device, 110... Control unit , 112... storage unit, P1... control program, M1... learning model, 200... non-temporary storage medium, P2... control program, M2... learning model, 7... information terminal device, 70... control unit, 72... storage unit, 74 ... display section, 76 ... communication section, 78 ... biological sensor, P7 ... application program, M3 ... learning model

Claims (15)

an acquisition unit that acquires state data of the human-powered vehicle that is running;
The driving comfort level of the human-powered vehicle corresponding to the state data is learned based on the rider's motion during driving, and an index value indicating the comfort level corresponding to the newly acquired state data is calculated from the learning result. a learning department that
and an output unit that outputs the index value. displaying an image having a color, density, or brightness corresponding to the index value on a display unit;
The human-powered vehicle information processing apparatus according to claim 1. The display unit is a display provided on the handlebar of the manpowered vehicle,
The human-powered vehicle information processing apparatus according to claim 2. The display unit is an information terminal device for a rider of the human-powered vehicle,
The human-powered vehicle information processing apparatus according to claim 2. The learning unit stores a correspondence relationship between the state data and the index value,
updating the indicator value in response to the rider's movement;
The manpowered vehicle information processing apparatus according to any one of claims 1 to 4. The correspondence is a map of the index values with respect to cadence and torque values in the drive mechanism of the manpowered vehicle included in the state data.
The human-powered vehicle information processing apparatus according to claim 5. 7. The manpowered vehicle information processing apparatus according to claim 6, wherein the history of the state data during running on the map is displayed on a display unit. The learning unit is a learning model that is trained to output the index value when state data is input, and performs learning while driving.
The manpowered vehicle information processing apparatus according to any one of claims 1 to 4. The learning unit learns that a device mounted on the human-powered vehicle is operated by the rider via an operation device with respect to the state data, assuming that the comfort level has decreased.
The manpowered vehicle information processing apparatus according to any one of claims 1 to 8. The operation device is a speed change operation device,
The human-powered vehicle information processing apparatus according to claim 9. The operating device is an assist operating device,
The human-powered vehicle information processing apparatus according to claim 9. The learning unit calculates and learns an index value indicating a comfort level based on the biological information of the rider for the state data.
The manpowered vehicle information processing apparatus according to any one of claims 1 to 8. The computer installed in the human-powered vehicle
Acquiring the state data of the human-powered vehicle in motion,
learning the driving comfort level of the human-powered vehicle corresponding to the state data based on the rider's motion during driving;
calculating from the learning result an index value indicating the comfort level corresponding to the newly acquired state data;
outputting the index value;
Human-powered vehicle information processing method. a display device;
a computer mounted on a human powered vehicle;
The computer is
an acquisition unit that acquires state data of the human-powered vehicle that is running;
The driving comfort level of the human-powered vehicle corresponding to the state data is learned based on the rider's motion during driving, and an index value indicating the comfort level corresponding to the newly acquired state data is calculated from the learning result. a learning department that
and an output unit that outputs the index value. The computer installed in the human-powered vehicle,
Acquiring the state data of the human-powered vehicle in motion,
learning the driving comfort level of the human-powered vehicle corresponding to the state data based on the rider's motion during driving;
calculating from the learning result an index value indicating the comfort level corresponding to the newly acquired state data;
outputting the index value;
A computer program that causes a process to be performed.

Images