JP2023087060A - Control device for human-powered vehicle - Google Patents

Abstract

To provide a control device for a human-powered vehicle which can appropriately control an assist motor.SOLUTION: A control device for a human-powered vehicle includes a control unit which controls, according to human driving force input to a crank, an output of an assist motor for assisting propulsion of the human-powered vehicle including a transmission for changing a rotation ratio defined as a quotient obtained by dividing a rotation frequency of a wheel by a rotation frequency of the crank. The control unit controls at least one of an output upper limit value of the assist motor, an output of the assist motor, and an output ratio of the assist motor with respect to the human driving force according to a difference between a transmission variable of the transmission included in a prescribed range and the transmission variable of the transmission included in a range outside the prescribed range.SELECTED DRAWING: Figure 2

Description

The present invention relates to a control device for a man-powered vehicle.

For example, a human-powered vehicle control device disclosed in Patent Document 1 controls an assist motor so that the ratio of the output of the assist motor to the human-powered driving force input to the human-powered vehicle becomes a predetermined ratio. .

JP-A-10-59260

SUMMARY OF THE INVENTION It is an object of the present invention to provide a human-powered vehicle control apparatus capable of suitably controlling an assist motor.

A control device according to a first aspect of the present invention is a control device for a man-powered vehicle, the man-powered vehicle comprising a transmission that changes the rotation ratio defined by the quotient of the number of revolutions of the wheels divided by the number of revolutions of the crank. A control unit for controlling an output of an assist motor for assisting the propulsion of the vehicle according to the human-powered driving force input to the crank, wherein the control unit controls the shift of the transmission while the human-powered vehicle is running. The rotation ratio when the variable is in a first range outside the predetermined range and the shift variable of the transmission is within the first range is the rotation ratio when the shift variable is within the predetermined range. the assist motor is controlled such that at least one of the upper limit value of the output of the assist motor, the output of the assist motor, and the ratio of the output of the assist motor to the manpower driving force is increased when the ratio is greater than .
According to the control device of the first aspect, the assist motor is controlled so that at least one of the upper limit value of the output of the assist motor, the output of the assist motor, and the ratio of the output of the assist motor to the manpower driving force increases according to the shift variable. can be controlled. Therefore, the assist motor can be preferably controlled.

In the control device of the second aspect according to the first aspect, the transmission variable relates to an operating position of the transmission, and the rotation ratio when the operating position is in the first range is It is larger than the said rotation ratio when it exists in a predetermined range.
According to the control device of the second aspect, when the rotation ratio is large, the assist motor is adjusted so that at least one of the upper limit value of the output of the assist motor, the output of the assist motor, and the ratio of the output of the assist motor to the manpower driving force is increased. is controlled, the load on the rider can be reduced.

In the control device according to the third aspect according to the first aspect, when the shift variable of the transmission is in a second range different from the first range and not included in the predetermined range, the control unit controls the The assist motor is controlled such that at least one of the upper limit value of the output of the assist motor, the output of the assist motor, and the ratio of the output of the assist motor to the manpower driving force is reduced.
According to the control device of the third aspect, when the speed change variable of the transmission is in the second range, at least 1 of the output upper limit value of the assist motor, the output of the assist motor, and the ratio of the output of the assist motor to the human power driving force Since the assist motor is controlled so as to reduce the power consumption, power consumption can be suppressed.

In the control device of the fourth aspect according to the third aspect, the transmission variable relates to an operating position of the transmission, and the rotation ratio when the operating position is in the second range is It is smaller than the rotation ratio within the predetermined range.
According to the control device of the fourth aspect, power consumption can be suppressed when the rotation ratio is smaller than the rotation ratio when the operating position of the transmission is within the predetermined range.

The control device of the fifth aspect according to the first aspect, wherein the transmission variable relates to the rotation ratio.
According to the control device of the fifth aspect, the assist motor can be preferably controlled according to the rotation ratio.

In the control device of the sixth aspect according to the third aspect, the speed change variable relates to the rotation ratio, and the rotation ratio included in the second range is smaller than the rotation ratio included in the predetermined range. .
According to the control device of the sixth aspect, power consumption can be suppressed when the rotation ratio is smaller than when the rotation ratio is within the predetermined range.

In the control device of the seventh aspect according to any one of the third, fourth, and sixth aspects, the control unit controls the shift variable of the transmission to be one of the first range and the second range. to the predetermined range, at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manpower driving force is set to a predetermined value.
According to the control device of the seventh aspect, when one of the first range and the second range changes to the predetermined range, the assist motor can be preferably controlled at the predetermined value.

In the control device of the eighth aspect according to any one of the third, fourth, sixth, and seventh aspects, the control unit controls the shift variable of the transmission to be in the first range and the second range. When included in one of the ranges, the assist motor is controlled such that at least one of the regeneration amount and the regeneration rate is different from when the shift variable is included in the predetermined range.
According to the control device of the eighth aspect, at least one of the regeneration amount and the regeneration rate of the assist motor can be preferably controlled according to the shift variable of the transmission.

A control device according to a ninth aspect of the present invention is a control device for a man-powered vehicle, the man-powered vehicle comprising a transmission that changes the rotation ratio defined by the quotient of the number of revolutions of the wheels divided by the number of revolutions of the crank. A control unit for controlling an assist motor for assisting the propulsion of the vehicle according to the human-powered driving force input to the crank, wherein the control unit controls the shift variable of the transmission when it is not within a predetermined range. The assist motor is controlled such that the regeneration state of the assist motor differs from the regeneration state of the assist motor when the shift variable is within the predetermined range.
According to the control device of the ninth aspect, the regeneration state of the assist motor can be preferably controlled according to the shift variable of the transmission.

In the control device according to the tenth aspect according to the ninth aspect, the regeneration state includes at least one of a regeneration amount of the assist motor and a regeneration rate of the assist motor.
According to the control device of the tenth aspect, it is possible to suitably control the regeneration amount of the assist motor and the regeneration rate of the assist motor.

In the control device according to the eleventh aspect according to the tenth aspect, the control unit controls the regeneration amount of the assist motor when the shift variable of the transmission is not within the predetermined range while the human-powered vehicle is running. is greater than the regeneration amount of the assist motor when the shift variable is within the predetermined range.
According to the control device of the eleventh aspect, it is possible to increase the amount of regeneration when the shift variable is not within the predetermined range.

In the control device according to the twelfth aspect according to the tenth aspect, the control unit controls the regeneration rate of the assist motor when the shift variable of the transmission is not within the predetermined range while the human-powered vehicle is running. is greater than the regeneration rate of the assist motor when the shift variable is within the predetermined range.
According to the control device of the twelfth aspect, it is possible to increase the regeneration rate when the shift variable is not within the predetermined range.

In the control device according to the thirteenth aspect according to the tenth aspect, the controller controls the regeneration of the assist motor when the shift variable of the transmission is not within the predetermined range while the human-powered vehicle is running. The assist motor is controlled so that the regeneration amount of the assist motor is smaller than the regeneration amount of the assist motor when the shift variable is within the predetermined range.
According to the control device of the thirteenth aspect, it is possible to reduce the amount of regeneration when the shift variable is not within the predetermined range.

In the control device according to the 14th aspect according to the 10th aspect, the control unit controls the regeneration of the assist motor when the shift variable of the transmission is not within the predetermined range while the human-powered vehicle is running. The assist motor is controlled such that the regeneration rate of the assist motor is lower than the regeneration rate of the assist motor when the shift variable is within the predetermined range.
According to the control device of the fourteenth aspect, it is possible to reduce the regeneration rate when the shift variable is not within the predetermined range.

In the control device according to the fifteenth aspect according to the tenth aspect, the control unit controls the assist when the shift variable of the transmission is included in a first range outside the predetermined range while the human-powered vehicle is running. controlling the assist motor so that the regeneration amount of the motor is smaller than the regeneration amount of the assist motor when the shift variable is within the predetermined range, and the shift variable of the transmission is within the predetermined range; controlling the assist motor so that the amount of regeneration of the assist motor when the speed change variable is included in the second range is greater than the amount of regeneration of the assist motor when the shift variable is included in the predetermined range. .
According to the control device of the fifteenth aspect, the amount of regeneration can be reduced when the shift variable is included in the first range, and the amount of regeneration can be increased when the shift variable is included in the second range.

In the control device according to the sixteenth aspect according to the tenth aspect, the control unit controls the assist motor when the shift variable of the transmission falls within a first range outside the predetermined range while the human-powered vehicle is running. is smaller than the regeneration rate of the assist motor when the shift variable is within the predetermined range, and when the shift variable of the transmission is outside the predetermined range The assist motor is controlled such that the regeneration rate of the assist motor when the second range is included is higher than the regeneration rate of the assist motor when the shift variable is included in the predetermined range.
According to the control device of the sixteenth aspect, the regeneration rate can be reduced when the shift variable is included in the first range, and the regeneration rate can be increased when the shift variable is included in the second range.

A control device according to a seventeenth aspect of the present invention is a control device for a man-powered vehicle, the man-powered vehicle comprising a transmission that changes the rotation ratio defined by the quotient of the number of revolutions of the wheels divided by the number of revolutions of the crank. A control unit for controlling the output of an assist motor that assists the propulsion of the vehicle according to the human-powered driving force input to the crank, wherein the control unit controls the shift variable of the transmission included in a predetermined range and the At least the output upper limit value of the assist motor, the output of the assist motor, and the ratio of the output of the assist motor to the manpower driving force, according to the difference between the shift variable of the transmission that is outside the predetermined range. control one.
According to the control device of the seventeenth aspect, the output upper limit value of the assist motor, the assist At least one of the output of the motor and the ratio of the output of the assist motor to the manpower driving force can be controlled. Therefore, the assist motor can be preferably controlled.

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

1 is a side view of a manpowered vehicle including a manpowered vehicle control device according to a first embodiment; FIG. 1 is a block diagram showing an electrical configuration of a controller for a manpowered vehicle according to a first embodiment; FIG. FIG. 3 is a flow chart of a process for controlling an assist motor executed by the control unit of FIG. 2 when the shift variable relates to the operating position of the transmission; FIG. FIG. 3 is a flow chart of a process for controlling an assist motor executed by the control unit of FIG. 2 when the shift variable relates to the rotation ratio; FIG. FIG. 11 is a flow chart of processing for controlling the regeneration amount of the assist motor when the shift variable relates to the operating position of the transmission, which is executed by the control unit of the second embodiment; FIG. FIG. 10 is a flowchart of processing for controlling the regeneration amount of the assist motor when the shift variable is related to the rotation ratio, which is executed by the control unit of the second embodiment; FIG. FIG. 11 is a flowchart of processing for controlling the regeneration rate of the assist motor when the shift variable relates to the operating position of the transmission, which is executed by the control unit of the first modified example of the second embodiment; FIG. FIG. 11 is a flow chart of processing for controlling the regeneration rate of the assist motor when the shift variable relates to the rotation ratio, which is executed by the control unit of the second modification of the second embodiment; FIG.

As used herein, the phrase "at least one" means "one or more" of the desired option. As an example, the phrase "at least one" as used herein means "only one option" or "both of the two options" if the number of options is two. As another example, the expression "at least one" used herein means "only one option" or "any combination of two or more options" if the number of options is three or more. means

(First embodiment)
A controller 50 for a human-powered vehicle according to the first embodiment will be described with reference to FIGS. 1 to 5. FIG. Hereinafter, the controller 50 for the manpowered vehicle will simply be referred to as the controller 50 . The control device 50 is provided in the manpowered vehicle 10 . The manpowered vehicle 10 is a vehicle that can be driven by at least the manpower driving force H. As shown in FIG. The manpowered vehicle 10 is not limited in the number of wheels and includes, for example, unicycles and vehicles with three or more wheels. The human powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes. Bicycles include electric bicycles (E-bikes) powered by electric motors. Electric bicycles include power-assisted bicycles that assist the propulsion of the vehicle with an electric motor. Electric bicycles include electrically assisted bicycles whose propulsion is assisted by an electric motor. In the following embodiments, the manpowered vehicle 10 will be described as a bicycle having two wheels.

Manpowered vehicle 10 has wheels 12 , crank 14 and body 16 . Body 16 includes frame 18 and seatpost 20 . A human power driving force H is input to the crank 14 . The crank 14 includes a crankshaft 14A rotatable with respect to the frame 18 and crank arms 14B provided at axial ends of the crankshaft 14A. A pair of pedals 22 are individually connected to each crank arm 14B. Wheels 12 include driven wheels 12A and drive wheels 12B. Drive wheel 12B is driven by rotation of crank 14 . Drive wheel 12B is supported by frame 18 . A drive mechanism 24 connects the crank 14 and the drive wheel 12B. The drive mechanism 24 includes a first rotor 26 coupled to the crankshaft 14A. The crankshaft 14A and the first rotating body 26 may be coupled so as to rotate integrally, or may be coupled via a first one-way clutch. The first one-way clutch rotates the first rotating body 26 forward when the crank 14 rotates forward, and prevents the first rotating body 26 from rotating backward when the crank 14 rotates backward. The first rotating body 26 includes a sprocket, pulley, or bevel gear. Drive mechanism 24 further includes a second rotating body 28 and a connecting member 30 . The connecting member 30 transmits the rotational force of the first rotating body 26 to the second rotating body 28 . Coupling member 30 includes, for example, a chain, a belt, or a shaft.

The second rotating body 28 is connected to the drive wheel 12B. The second rotating body 28 includes a sprocket, pulley, or bevel gear. A second one-way clutch is preferably provided between the second rotor 28 and the drive wheel 12B. The second one-way clutch is configured to rotate the driving wheel 12B forward when the second rotating body 28 rotates forward, and prevent the driving wheel 12B from rotating backward when the second rotating body 28 rotates backward. . The manpowered vehicle 10 may include a transmission 46 that is used to vary the rotation ratio R defined as the quotient of the number of revolutions of the wheels 12 divided by the number of revolutions of the crank 14 . Transmission 46 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal transmission. Transmission 46 may include a front derailleur only, a rear derailleur only, an internal transmission only, or any combination of a front derailleur, a rear derailleur and an internal transmission. In this embodiment, at least one of the first rotating body 26 and the second rotating body 28 includes multiple sprockets. Only the first rotating body 26, only the second rotating body 28, or both the first rotating body 26 and the second rotating body 28 may include multiple sprockets. In this embodiment, the first rotating body 26 includes one sprocket, and the second rotating body 28 includes multiple sprockets. The derailleur includes a front derailleur when the first rotating body 26 includes multiple front sprockets, and includes a rear derailleur when the second rotating body 28 includes multiple front sprockets. If transmission 46 includes an internal transmission, the internal transmission is provided, for example, at the hub of drive wheel 12B.

Manpowered vehicle 10 includes front and rear wheels. A front wheel is attached to the frame 18 via a front fork 32 . A handle portion 34 is attached to the front fork 32 . Handle portion 34 includes stem 36 and handlebar 38 . A handlebar 38 is connected to the front fork 32 via a stem 36 . In the following embodiments, the rear wheels are described as the drive wheels 12B, but the front wheels may be the drive wheels 12B.

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

Manpowered vehicle 10 includes an assist motor 42 configured to assist in propulsion of manpowered vehicle 10 . Manpowered vehicle 10 further includes a drive circuit 44 . Drive circuit 44 includes an inverter circuit. Assist motor 42 is preferably provided in the same housing as drive circuit 44 . The drive circuit 44 controls power supplied from the battery 40 to the assist motor 42 . The drive circuit 44 is communicably connected to the control device 50 by wire or wirelessly. The drive circuit 44 can communicate with the control unit 52 of the control device 50 by serial communication, for example. Drive circuit 44 may be included in controller 50 . The drive circuit 44 drives the assist motor 42 according to the control signal from the controller 52 .

Assist motor 42 includes an electric motor. The assist motor 42 is provided so as to transmit rotation to the power transmission path of the manpower driving force H from the pedals 22 to the rear wheels or to the front wheels. The assist motor 42 is provided on the frame 18 of the manpowered vehicle 10, the rear wheels, or the front wheels. In this embodiment, the assist motor 42 is coupled to the power transmission path from the crankshaft 14A to the first rotor 26. As shown in FIG. The power transmission path between the assist motor 42 and the crankshaft 14A is provided with a one-way drive so that the torque of the crank 14 does not rotate the assist motor 42 when the crankshaft 14A is rotated in the direction in which the manpowered vehicle 10 moves forward. A clutch is preferably provided. The housing in which the assist motor 42 and the drive circuit 44 are provided may be provided with a configuration other than the assist motor 42 and the drive circuit 44. For example, a reduction gear that reduces the rotation of the assist motor 42 and outputs it may be provided. good.

The transmission 46 changes the rotation ratio R defined as the quotient of the number of revolutions of the wheels 12 divided by the number of revolutions of the crank 14 . The transmission 46 is configured such that the gear ratio S formed by the transmission 46 can be changed stepwise. The transmission 46 may be configured so that the gear ratio S can be changed steplessly. The rotation ratio R increases as the gear ratio S of the transmission 46 increases. If the manpowered vehicle 10 includes a plurality of transmissions 46 , the rotation ratio R corresponds to a value multiplied by the transmission ratio S formed by each transmission 46 . The transmission 46 shifts gears by means of an actuator. Actuators include, for example, electric motors. The actuator of the transmission 46 is communicably connected to the controller 50 by wire or wirelessly. The transmission 46 changes the gear ratio S by changing the operating position P of the transmission 46 . When the transmission 46 is a derailleur, the transmission 46 changes the operating position P of the transmission 46 so that the coupling member 30 is changed from one of the plurality of sprockets to the other one. The gear ratio S to be formed is changed. If the transmission 46 is a rear derailleur, the operating position P of the transmission 46 includes, for example, the position of the moving parts relative to the fixed parts for fixing the rear derailleur to the frame 18, and the moving parts are chain guides, guides, etc. At least one of a pulley, a tension pulley, a linkage, and a biasing member. If the transmission 46 is a front derailleur, the operating position P of the transmission 46 includes, for example, the position of the moving part relative to the fixed part for fixing to the frame 18 of the front derailleur, and the moving part includes plates, linkages, etc. , and at least one of a biasing member. If the transmission 46 is an internal transmission, the operating position P of the transmission 46 includes the positions of the control members for changing the rotational state of the gears included in the transmission 46 . If the transmission 46 is operated by an electric motor, the operating position P of the transmission 46 may include the rotational phase of the electric motor. The shift variable X may include the position of the shift operating device with respect to the operating position P of the transmission 46 . The position of the shift operating device includes the operating position of the operating section that can be operated by the user. If the transmission 46 is operated by a cable, the position of the shift operating device may be the amount of movement of the cable.

The control device 50 includes a control section 52 . Control unit 52 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). Control unit 52 may include one or more microcomputers. The control unit 52 may include a plurality of processing units that are spaced apart at a plurality of locations. Control device 50 further includes storage unit 54 . The storage unit 54 stores various control programs and information used for various control processes. The storage unit 54 includes, for example, nonvolatile memory and volatile memory. The control unit 52 and the storage unit 54 are provided, for example, in a housing in which the assist motor 42 is provided.

Controller 50 preferably further includes crank rotation sensor 56 , vehicle speed sensor 58 and torque sensor 60 . Crank rotation sensor 56, vehicle speed sensor 58, and torque sensor 60 may be provided inside or outside the housing in which assist motor 42 is provided. At least one of crank rotation sensor 56 , vehicle speed sensor 58 , and torque sensor 60 may not be included in controller 50 .

A crank rotation sensor 56 is used to detect the rotation speed N of the crank 14 of the manpowered vehicle 10 . The crank rotation sensor 56 is attached, for example, to the frame 18 of the manpowered vehicle 10 or the housing in which the assist motor 42 is provided. The crank rotation sensor 56 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 14A or on the power transmission path between the crankshaft 14A and the first rotating body 26 . The crank rotation sensor 56 is communicably connected to the controller 52 by wire or wirelessly. The crank rotation sensor 56 outputs a signal corresponding to the rotational speed N of the crank 14 to the controller 52 . The crank rotation sensor 56 may be provided on a member that rotates integrally with the crankshaft 14A in the power transmission path of the manpower driving force H from the crankshaft 14A to the first rotor 26 . For example, the crank rotation sensor 56 may be provided on the first rotor 26 when the first one-way clutch is not provided between the crankshaft 14A and the first rotor 26 . Crank rotation sensor 56 may be used to detect travel speed V of manpowered vehicle 10 . In this case, the control unit 52 calculates the rotational speed of the driving wheel 12B according to the rotational speed N of the crank 14 detected by the crank rotation sensor 56 and the rotation ratio R, and calculates the running speed of the manpowered vehicle 10. Detect V. Information about the rotation ratio R is pre-stored in the storage unit 54 .

When the manpowered vehicle 10 is provided with the transmission 46 for changing the rotation ratio R, the control unit 52 changes the rotation ratio R according to the running speed V of the manpowered vehicle 10 and the rotation speed N of the crank 14. may be calculated. In this case, information about the circumference of the drive wheel 12B, the diameter of the drive wheel 12B, or the radius of the drive wheel 12B is stored in advance in the storage unit 54 . Controller 50 may include a shift sensor.

A vehicle speed sensor 58 is used to detect the rotational speed of the wheels 12 . The vehicle speed sensor 58 is electrically connected to the controller 52 by wire or wirelessly. The vehicle speed sensor 58 is communicably connected to the controller 52 by wire or wirelessly. The vehicle speed sensor 58 outputs a signal corresponding to the rotational speed of the wheels 12 to the controller 52 . The controller 52 calculates the running speed V of the manpowered vehicle 10 based on the rotational speed of the wheels 12 . The control unit 52 stops the assist motor 42 when the travel speed V reaches or exceeds a predetermined value. The predetermined value is, for example, 25 Km/h or 45 Km/h. The vehicle speed sensor includes, for example, a magnetic lead that constitutes a reed switch or a Hall element. The vehicle speed sensor 58 may be attached to the chain stay of the frame 18 and configured to detect a magnet attached to the rear wheel, or may be provided to the front fork 32 and configured to detect a magnet attached to the front wheel. In another example, vehicle speed sensor 58 includes a GPS (Global Positioning System) receiver. The control unit 52 may detect the traveling speed V of the manpowered vehicle 10 according to the GPS information acquired by the GPS receiving unit, map information prerecorded in the storage unit 54, and time. Control unit 52 preferably includes a timer for timing.

The torque sensor 60 is used to detect the torque TH of the manpower driving force H. FIG. The torque sensor 60 is provided, for example, in a housing in which the assist motor 42 is provided. The torque sensor 60 detects the torque TH of the manpower driving force H input to the crank 14 . For example, when a power transmission path is provided with a first one-way clutch, the torque sensor 60 is provided upstream of the first one-way clutch. Torque sensor 60 includes a strain sensor, a magnetostrictive sensor, or the like. A strain sensor includes a strain gauge. When the torque sensor 60 includes a strain sensor, the strain sensor is preferably provided on the outer circumference of the rotating body included in the power transmission path. Torque sensor 60 may include a wireless or wired communication unit. A communication unit of the torque sensor 60 is configured to communicate with the control unit 52 .

The control unit 52 controls the assist motor 42 so that the motor driving force to the human driving force H has a predetermined output ratio A, for example. The control unit 52 controls the assist motor 42 so that the output torque TM of the motor driving force of the assist motor 42 with respect to the torque TH of the human-powered driving force H of the manpowered vehicle 10 becomes a predetermined output ratio A, for example. good too. The control unit 52 controls the assist motor 42 in one operation mode selected from a plurality of operation modes having different output ratios A of the motor driving force to the human driving force H, for example. A torque ratio AT of the output torque TM of the assist motor 42 to the torque TH of the manpower driving force H of the manpowered vehicle 10 may be referred to as an output ratio A in some cases. For example, the control unit 52 controls the assist motor 42 so that the power WX (watts) of the assist motor 42 becomes a predetermined output ratio A with respect to the power WH (watts) of the human driving force H. good too. A ratio AW of the power WX of the motor drive force to the power WH of the manpower drive force H of the manpowered vehicle 10 may be referred to as an output ratio A in some cases. The power WH of the manpower driving force H is calculated by multiplying the manpower driving force H and the rotation speed N of the crank 14 . When the output of the assist motor 42 is input to the power transmission path of the manpower driving force H through the speed reducer, the output of the speed reducer is used as the motor driving force. The control unit 52 outputs a control command to the drive circuit 44 of the assist motor 42 according to the power WH or the torque TH of the manpower driving force H. The control command includes, for example, a torque command value.

The control unit 52 controls the assist motor 42 so that the output upper limit value L of the assist motor 42 is equal to or less than a predetermined value. The control unit 52 controls the assist motor 42 in one operation mode selected from a plurality of operation modes with different output upper limits L, for example. The motor drive force includes the output torque TM of the assist motor 42 . The motor driving force may include power WX of the assist motor 42 . In this case, the control unit 52 controls the assist motor 42 so that the power WX of the assist motor 42 is equal to or less than the predetermined value WX1. The predetermined value WX1 is, for example, 500 watts. The predetermined value WX1 is 300 watts in another example. The control unit 52 may control the assist motor 42 so that the torque ratio AT becomes equal to or less than the predetermined torque ratio AT1. The predetermined torque ratio AT1 is, for example, 300%. Predetermined torque ratio AT1 is 200% in one example.

At least one of the output ratio A and the output upper limit value L of the assist motor 42 may be different in each of the plurality of operation modes. In each of the plurality of operation modes, only the output ratio A, only the upper limit value, or both the output ratio A and the output upper limit value L of the assist motor 42 may be different. In this case, the control unit 52 controls the assist motor 42 so that the output ratio A specified in the operation mode of the assist motor 42 in which the motor driving force is selected is less than or equal to the predetermined value.

The plurality of operation modes are, for example, a maximum operation mode in which the output ratio A is the maximum, a minimum operation mode in which the output ratio A is the minimum, and an intermediate operation mode in which the output ratio A is less than the maximum operation mode and greater than the minimum operation mode. including. The plurality of operation modes include, for example, a maximum operation mode with a maximum predetermined value, a minimum operation mode with a minimum predetermined value, and an intermediate operation mode with a predetermined value that is less than the maximum operation mode and greater than the minimum operation mode. You can The plurality of operation modes may include a plurality of intermediate operation modes with different output ratios A, or may not include any intermediate operation modes. When the operation mode is changed from one of a plurality of operation modes to another operation mode, the control unit 52 determines that at least one of the output ratio A and the output upper limit value L of the assist motor 42 specified for each operation mode is It is preferable to change so as to increase stepwise or decrease stepwise.

Preferably, the controller 52 controls the transmission 46 according to at least one of the running state and the running environment of the manpowered vehicle 10 . For example, when the human-powered driving force H is greater than the first driving force, the control unit 52 controls the transmission 46 so that the rotation ratio R becomes smaller, and controls the transmission 46 so that the human-powered driving force H is smaller than the first driving force. When it is smaller than the driving force, the transmission 46 is controlled so that the rotation ratio R becomes large. For example, when the rotation speed N of the crank 14 is higher than the first rotation speed, the control unit 52 controls the transmission 46 so that the rotation ratio R is increased, and the rotation speed N of the crank 14 is higher than the first rotation speed. is smaller than the second smaller rotation speed, the transmission 46 is controlled so that the rotation ratio R becomes smaller. For example, when the pitch angle of the manpowered vehicle 10 is greater than the first angle, the control unit 52 controls the transmission 46 so that the rotation ratio R becomes smaller, and the pitch angle of the manpowered vehicle 10 becomes greater than the first angle. is smaller than the second smaller angle, the transmission 46 is controlled so that the rotation ratio R is increased.

When the transmission 46 is controlled by at least one of the running state and the running environment of the manpowered vehicle 10 and the operation of the shift operation device, the control unit 52 sets a shift command value to drive the actuator of the transmission 46. Let Control unit 52 preferably causes storage unit 54 to store the shift command value. The shift command value includes information on at least one of the operating position P of the transmission 46, the gear ratio S formed by the operating position P of the transmission 46, and the rotation ratio R.

If at least one of the operating position P, gear ratio S, and rotation ratio R corresponding to the shift command value stored in the storage unit 54 is different from the actual detected value, the control unit 52 stores the shift command value in the storage unit 54. The transmission 46 may be operated such that at least one of the operating position P, gear ratio S, and rotation ratio R corresponding to the stored shift command value matches the actual detected value. If at least one of the operating position P, gear ratio S, and rotation ratio R corresponding to the shift command value stored in the storage unit 54 is different from the actual detected value, the control unit 52 stores the shift command value in the storage unit 54. At least one of the operating position P, gear ratio S, and rotation ratio R corresponding to the stored shift command value is changed to at least one of the operating position P, gear ratio S, and rotation ratio R corresponding to the actual detected value. You can update it to be one.

The control unit 52 controls the output M of the assist motor 42 that assists the propulsion of the manpowered vehicle 10 having the transmission 46 according to the manpower driving force H input to the crank 14 .

The control unit 52 controls the assist motor 42 according to the shift variable X of the transmission 46 while the manpowered vehicle 10 is running. The control unit 52 controls the assist motor 42 according to the rotation ratio R or the operating position P of the transmission 46 while the manpowered vehicle 10 is running.

In one example, transmission variable X relates to operating position P of transmission 46 . If the transmission variable X relates to the operating position P of the transmission 46, the predetermined range DA of the transmission variable X includes the predetermined range DPA of the operating position P, and the first range D1 of the transmission variable X Including the first range DP1, the second range D2 of the shift variable X includes the second range DP2 of the operating position P. When the operating position P changes, the gear ratio S changes and the rotation ratio R changes. The predetermined range DRA includes an operating position P of the transmission 46 corresponding to the shift command value stored in the storage unit 54 . When the operating position P of the transmission 46 is at a position corresponding to the shift command value stored in the storage unit 54, the operating position P is included in the predetermined range DRA.

Alternatively, the transmission variable X relates to the rotation ratio R. If the transmission variable X relates to the rotation ratio R, the predetermined range DA of the transmission variable X includes the predetermined range DRA of the rotation ratio R, and the first range D1 of the transmission variable X corresponds to the first range DR1 of the rotation ratio R. and the second range D2 of the shift variable X includes the second range DR2 of the rotation ratio R. The predetermined range DRA includes the speed ratio R corresponding to the shift command value stored in the storage unit 54 . When the rotation ratio R corresponds to the shift command value stored in the storage unit 54, the rotation ratio R is included in the predetermined range DRA. When the shift command value stored in the storage unit 54 stores information about the operating position P, the control unit 52 shifts gears using information that associates the operating position P and the rotation ratio R that are stored in advance. A rotation ratio R corresponding to the command value may be calculated, and the calculated rotation ratio R may be used to set the predetermined range DRA, the first range DR1, and the second range DR2. When the shift command value stored in the storage unit 54 stores information about the gear ratio S and when the manpowered vehicle 10 includes only one transmission 46, the control unit 52 stores the shift command value and The predetermined range DRA, the first range DR1, and the second range DR2 may be set using the corresponding gear ratio S as the rotation ratio R corresponding to the shift command value.

The control device 50 preferably includes at least one of a first detection section 62 for detecting the operating position P of the transmission 46 and a second detection section 64 for detecting the rotation ratio R. The first detector 62 may include a shift state sensor. In this case, the control unit 52 may acquire the operating position P of the transmission 46 using information stored in advance in the storage unit 54 . The second detector 64 may include the crank rotation sensor 56 and the vehicle speed sensor 58 . In this case, the control unit 52 may calculate the rotation ratio R as the quotient obtained by dividing the rotation speed of the wheel 12 detected by the vehicle speed sensor 58 by the rotation speed of the crank 14 . The controller 52 uses the rotation ratio R as the gear ratio S when the manpowered vehicle 10 includes only one transmission 46 .

While the manpowered vehicle 10 is running, the control unit 52 determines whether the shift variable X of the transmission 46 is within the first range D1 outside the predetermined range DA and the shift variable X of the transmission 46 is included in the first range D1. is larger than the rotation ratio R in the state where the shift variable X is included in the predetermined range DA, the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the human power driving force The assist motor 42 is controlled such that at least one of the output ratios A of the assist motor 42 to H is increased.

When the shift variable X of the transmission 46 is in a second range D2 that is different from the first range D1 and is not included in the predetermined range DA, the control unit 52 sets the output upper limit value L of the assist motor 42, the assist motor 42 and at least one of the output ratio A of the assist motor 42 to the manpower driving force H is reduced.

When the shift variable X of the transmission 46 reaches a predetermined range DA from one of the first range D1 and the second range D2, the control unit 52 controls the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and At least one of the output ratio A of the assist motor 42 with respect to the manpower driving force H is preferably set to a predetermined value. The predetermined value corresponds to, for example, the output upper limit value L, the output M, or the output ratio A set for each operation mode of the assist motor 42 .

The shift variable X relates to the operating position P of the transmission 46, and the rotation ratio R when the operating position P is in the first range DP1 is greater than the rotation ratio R when the operating position P is in the predetermined range DPA. is preferred. The gear ratio S when the operating position P is in the first range DP1 is preferably larger than the gear ratio S when the operating position P is in the predetermined range DPA.

The shift variable X relates to the operating position P of the transmission 46, and the rotation ratio R when the operating position P is in the second range DP2 is higher than the rotation ratio R when the operating position P is in the predetermined range DPA. Small is preferred. The gear ratio S when the operating position P is in the second range DP2 is preferably smaller than the gear ratio S when the operating position P is in the predetermined range DPA.

When the shift variable X relates to the operating position P of the transmission 46, the control unit 52 controls the assist motor It is preferable to control the assist motor 42 so that at least one of the output upper limit value L of 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manpower driving force H increases.

When the shift variable X relates to the operating position P of the transmission 46, the control unit 52 controls the second range in which the operating position P of the transmission 46 is different from the first range DP1 and is not included in the predetermined range DPA. In the case of DP2, the assist motor 42 is controlled so that at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human power driving force H is reduced. is preferred.

The shift variable X relates to the operating position P of the transmission 46. When the operating position P of the transmission 46 shifts from one of the first range DP1 and the second range DP2 to the predetermined range DPA, the assist At least one of the output upper limit value L of the motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manpower driving force H is preferably set to a predetermined value.

The process of controlling the assist motor 42 when the shift variable X relates to the operating position P of the transmission 46 will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S11 of the flowchart shown in FIG. After the flow chart of FIG. 3 ends, the control unit 52 repeats the process from step S11 after a predetermined period until the power supply is stopped.

In step S11, the control unit 52 determines whether or not the manpowered vehicle 10 is running. For example, the control unit 52 determines that the manpowered vehicle 10 is running when the travel speed V is equal to or higher than a predetermined travel speed, or when the rotational speed N of the crank 14 is equal to or higher than the predetermined rotational speed. . If the manpowered vehicle 10 is not running, the control unit 52 terminates the process. If the manpowered vehicle 10 is running, the controller 52 proceeds to step S12.

In step S12, the control unit 52 determines whether or not the operating position P of the transmission 46 is outside the predetermined range DPA. If the operating position P of the transmission 46 is not outside the predetermined range DPA, the control unit 52 terminates the process. If the operating position P of the transmission 46 is outside the predetermined range DPA, the controller 52 proceeds to step S13.

In step S13, the control unit 52 determines whether or not the operating position P of the transmission 46 is within the first range DP1. When the operating position P of the transmission 46 is in the first range DP1, the control unit 52 proceeds to step S14. In step S14, the controller 52 controls the assist motor 42 to increase at least one of the output upper limit value L, the output M, and the output ratio A, and proceeds to step S17.

If the operating position P of the transmission 46 is not within the first range DP1 in step S13, the control unit 52 proceeds to step S15. In step S15, the control unit 52 determines whether or not the operating position P of the transmission 46 is within the second range DP2. If the operating position P of the transmission 46 is not within the second range DP2, the control unit 52 terminates the process.

When the operating position P of the transmission 46 is in the second range DP2 in step S15, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A decreases, and the process proceeds to step S17.

In step S17, the control unit 52 determines whether or not the operating position P of the transmission 46 is within the predetermined range DPA. The control unit 52 repeats the process of step S17 until the operating position P of the transmission 46 reaches the predetermined range DPA. When the operating position P of the transmission 46 reaches the predetermined range DPA, the control unit 52 proceeds to step S18. In step S18, the control unit 52 sets at least one of the output upper limit value L, the output M, and the output ratio A to a predetermined value, and terminates the process. In step S18, control unit 52 may return at least one of output upper limit value L, output M, and output ratio A to the value before it was changed in step S14 or step S16, and terminate the process.

The shift variable X relates to the rotation ratio R, and the rotation ratio R included in the first range DR1 is preferably larger than the rotation ratio R included in the predetermined range DRA.
The shift variable X relates to the rotation ratio R, and the rotation ratio R included in the second range DR2 is preferably smaller than the rotation ratio R included in the predetermined range DRA.

When the shift variable X relates to the rotation ratio R, the control unit 52 adjusts the output upper limit value L of the assist motor 42, the assist It is preferable to control the assist motor 42 so that at least one of the output M of the motor 42 and the output ratio A of the assist motor 42 to the manpower driving force H increases.

When the shift variable X relates to the rotation ratio R, the control unit 52 controls the assist motor 42 when the rotation ratio R is different from the first range DR1 and is in a second range DR2 not included in the predetermined range DRA. , the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human-powered driving force H are preferably controlled so that at least one of the output ratio A of the assist motor 42 is decreased.

The shift variable X relates to the rotation ratio R. When the rotation ratio R of the transmission 46 goes from one of the first range DR1 and the second range DR2 to the predetermined range DRA, the control unit 52 controls the output of the assist motor 42. At least one of the upper limit value L, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manpower driving force H is preferably set to a predetermined value.

The process of controlling the assist motor 42 when the shift variable X relates to the rotation ratio R will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S21 of the flowchart shown in FIG. After the flow chart of FIG. 4 ends, the control unit 52 repeats the process from step S21 after a predetermined cycle until the power supply is stopped.

In step S21, the control unit 52 determines whether or not the manpowered vehicle 10 is running. For example, the control unit 52 determines that the manpowered vehicle 10 is running when the travel speed V is equal to or higher than a predetermined travel speed, or when the rotational speed N of the crank 14 is equal to or higher than the predetermined rotational speed. . If the manpowered vehicle 10 is not running, the control unit 52 terminates the process. If the manpowered vehicle 10 is running, the controller 52 proceeds to step S22.

In step S22, the control unit 52 determines whether or not the rotation ratio R is outside the predetermined range DRA. If the rotation ratio R is not outside the predetermined range DRA, the control unit 52 terminates the process. When the rotation ratio R is outside the predetermined range DRA, the control unit 52 proceeds to step S23.

In step S23, the control unit 52 determines whether or not the rotation ratio R is within the first range DR1. When the rotation ratio R is within the first range DR1, the control unit 52 proceeds to step S24. In step S24, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A increases, and the process proceeds to step S27.

If the rotation ratio R is not within the first range DR1 in step S23, the control unit 52 proceeds to step S25. In step S25, the control unit 52 determines whether or not the rotation ratio R is within the second range DR2. If the rotation ratio R is not within the second range DR2, the control unit 52 terminates the process.

When the rotation ratio R is within the second range DR2 in step S25, the control unit 52 proceeds to step S26. In step S26, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A decreases, and the process proceeds to step S27.

In step S27, the control unit 52 determines whether or not the rotation ratio R is within the predetermined range DRA. The control unit 52 repeats the process of step S27 until the rotation ratio R reaches the predetermined range DRA. When the rotation ratio R reaches the predetermined range DRA, the control unit 52 proceeds to step S28. In step S28, the control unit 52 sets at least one of the output upper limit value L, the output M, and the output ratio A to a predetermined value, and terminates the process. In step S28, control unit 52 may return at least one of output upper limit value L, output M, and output ratio A to the value before it was changed in step S24 or step S26, and terminate the process.

When the shift variable X is in the first range D1 in which the rotation ratio R is larger than the predetermined range DA, the rider's load is greater than when the shift variable X is within the predetermined range DA. Therefore, the rider may feel uncomfortable. When the shift variable X is in the first range D1, the control unit 52 increases at least one of the output upper limit value L, the output M, and the output ratio A of the assist motor 42, thereby reducing the load on the rider. Also, the rider is less likely to feel discomfort.

When the shift variable X is in the second range D2 in which the rotation ratio R is smaller than the predetermined range DA, the load on the rider is smaller than when the shift variable X is within the predetermined range DA. Therefore, the rider may feel uncomfortable. When the shift variable X is in the second range D2, the control unit 52 reduces at least one of the output upper limit value L, the output M, and the output ratio A of the assist motor 42, so that the rider is less likely to feel discomfort. . Also, the power consumption of the assist motor 42 can be suppressed.

(Second embodiment)
A control device 50 of the second embodiment will be described with reference to FIGS. 5 and 6. FIG. The control device 50 of the second embodiment is the same as the control device 50 of the first embodiment except that the regeneration state is changed according to the shift variable X, so the configuration is common to that of the first embodiment. are given the same reference numerals as in the first embodiment, and overlapping descriptions are omitted.

The control unit 52 includes a regeneration mode that puts the assist motor 42 into a regeneration state. In the regeneration mode, the assist state in which the assist motor 42 assists the manpowered vehicle 10 and the regeneration state in which the assist motor 42 is regenerated are switched. The manpowered vehicle 10 is configured to be able to change at least one of the amount of regeneration and the rate of regeneration in the regeneration mode. Control unit 52 is preferably configured to be able to change the amount of regeneration in the regeneration mode. The amount of regeneration may be the amount of power generated per predetermined amount of rotation of the wheels 12, or the amount of power generated per predetermined period of time. The control unit 52 charges the battery 40 with electric power generated by regeneration of the assist motor 42 . The control device 50 may include an operation unit for the passenger to select the regeneration mode. The control unit 52 may switch to the regeneration mode when a condition for switching to the regeneration mode is satisfied. Conditions for switching to the regeneration mode include, for example, that the remaining amount of the battery 40 is equal to or less than a predetermined amount.

For example, in the regeneration mode, the control unit 52 switches between the assist state and the regeneration state by the torque TH or the power WH of the human driving force H, and changes the torque TH or the power WH for switching between the assist state and the regeneration state. to change the amount of regeneration. For example, in the regeneration mode, when the torque TH or power WH becomes equal to or less than the first value, the control unit 52 switches from the assist state to the regeneration state and increases the first value to increase the amount of regeneration. The first value can also be chosen to be less than or equal to zero. In the regeneration mode, the control unit 52 may change the amount of regeneration by changing the ratio between the time in the assist state and the time in the regeneration state. For example, the control unit 52 drives the assist motor 42 when the rotational phase of the crank 14 is within a predetermined phase range, and regenerates the assist motor 42 when it is out of the predetermined phase range. In this case, the controller 52 increases the amount of regeneration by reducing the predetermined phase range.

In the regeneration state, the control unit 52 may supply electric power to electric components other than the assist motor 42 instead of or in addition to charging the battery 40 . Electrical components include, for example, lamps or braking devices.

The control unit 52 controls the assist motor 42 for assisting the propulsion of the manpowered vehicle 10 having the transmission 46 according to the manpower driving force H input to the crank 14 . The control unit 52 controls the regeneration state of the assist motor 42 when the shift variable X of the transmission 46 is not included in the predetermined range DA, the regeneration state of the assist motor 42 when the shift variable X is included in the predetermined range DA, The assist motor 42 is controlled so that the . The transmission 46 changes the rotation ratio R defined as the quotient of the number of revolutions of the wheels 12 divided by the number of revolutions of the crank 14 . The transmission 46 is configured similarly to the transmission 46 of the first embodiment.

The regeneration state preferably includes at least one of the regeneration amount of the assist motor 42 and the regeneration rate of the assist motor 42 .

For example, while the manpowered vehicle 10 is running, the control unit 52 determines the regeneration amount of the assist motor 42 when the shift variable X of the transmission 46 is not within the predetermined range DA. The assist motor 42 is controlled so that the amount of regeneration of the assist motor 42 becomes larger than that in the case where the power is supplied. For example, while the manpowered vehicle 10 is running, the control unit 52 determines the regeneration amount of the assist motor 42 when the shift variable X of the transmission 46 is not within the predetermined range DA. The assist motor 42 is controlled so that the amount of regeneration of the assist motor 42 is smaller than the amount of regeneration of the assist motor 42. The control unit 52 controls the regeneration amount of the assist motor 42 when the shift variable X of the transmission 46 is included in the first range D1 outside the predetermined range DA while the manpowered vehicle 10 is running. The assist motor 42 is controlled so as to be smaller than the regeneration amount of the assist motor 42 when it is included in DA, and the assist motor 42 when the shift variable X of the transmission 46 is included in the second range D2 outside the predetermined range DA It is preferable to control the assist motor 42 so that the amount of regeneration of is greater than the amount of regeneration of the assist motor 42 when the shift variable X is within the predetermined range DA.

For example, when the shift variable X is related to the operating position P of the transmission 46, the control unit 52 determines whether the operating position P of the transmission 46 is outside the predetermined range DPA while the manpowered vehicle 10 is running. The assist motor 42 is controlled so that the amount of regeneration of the assist motor 42 becomes larger than the amount of regeneration of the assist motor 42 when the operating position P is included in the predetermined range DPA. For example, when the shift variable X is related to the operating position P of the transmission 46, the control unit 52 determines whether the operating position P of the transmission 46 is outside the predetermined range DPA while the manpowered vehicle 10 is running. The assist motor 42 is controlled so that the amount of regeneration of the assist motor 42 becomes smaller than the amount of regeneration of the assist motor 42 when the operating position P is included in the predetermined range DPA. When the shift variable X relates to the operating position P of the transmission 46, the control unit 52 determines whether the operating position P of the transmission 46 is included in the first range DP1 outside the predetermined range DPA while the manpowered vehicle 10 is running. The assist motor 42 is controlled so that the amount of regeneration of the assist motor 42 when the operating position P is within the predetermined range DPA is smaller than the amount of regeneration of the assist motor 42 when the operating position P of the transmission 46 is within the predetermined range DPA. The assist motor 42 is adjusted so that the amount of regeneration of the assist motor 42 when the operating position P is included in the second range DP2 outside the predetermined range DPA is greater than the amount of regeneration of the assist motor 42 when the operating position P is included in the predetermined range DPA. Control is preferred.

Referring to FIG. 5, processing for controlling the amount of regeneration of assist motor 42 when shift variable X relates to operating position P of transmission 46 will be described. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S31 of the flowchart shown in FIG. After the flow chart of FIG. 5 ends, the control unit 52 repeats the process from step S31 after a predetermined period until the power supply is stopped.

In step S31, the control unit 52 determines whether or not the manpowered vehicle 10 is running. For example, the control unit 52 determines that the manpowered vehicle 10 is running when the travel speed V is equal to or higher than a predetermined travel speed, or when the rotational speed N of the crank 14 is equal to or higher than the predetermined rotational speed. . If the manpowered vehicle 10 is not running, the control unit 52 terminates the process. If the manpowered vehicle 10 is running, the controller 52 proceeds to step S32.

In step S32, the control unit 52 determines whether or not the operating position P of the transmission 46 is outside the predetermined range DPA. If the operating position P of the transmission 46 is not outside the predetermined range DPA, the control unit 52 terminates the process. If the operating position P of the transmission 46 is outside the predetermined range DPA, the controller 52 proceeds to step S33.

In step S33, the control unit 52 determines whether or not the operating position P of the transmission 46 is within the first range DP1. When the operating position P of the transmission 46 is in the first range DP1, the control unit 52 proceeds to step S34. In step S34, the control unit 52 controls the assist motor 42 so as to reduce the amount of regeneration, and proceeds to step S37.

If the operating position P of the transmission 46 is not within the first range DP1 in step S33, the control unit 52 proceeds to step S35. In step S15, the control unit 52 determines whether or not the operating position P of the transmission 46 is within the second range DP2. If the operating position P of the transmission 46 is not within the second range DP2, the control unit 52 terminates the process.

When the operating position P of the transmission 46 is in the second range DP2 in step S35, the control unit 52 proceeds to step S36. In step S36, the controller 52 controls the assist motor 42 to increase the amount of regeneration, and proceeds to step S37.

In step S37, the control unit 52 determines whether or not the operating position P of the transmission 46 is within the predetermined range DPA. The control unit 52 repeats the process of step S37 until the operating position P of the transmission 46 reaches the predetermined range DPA. When the operating position P of the transmission 46 reaches the predetermined range DPA, the control unit 52 proceeds to step S38. In step S38, the control unit 52 sets the regeneration amount to a predetermined value, and terminates the process. In step S38, the control unit 52 may return the regeneration amount to the value before it was changed in step S34 or step S36, and terminate the process.

For example, when the shift variable X is related to the rotation ratio R, the control unit 52 determines that the regeneration amount of the assist motor 42 when the rotation ratio R is not within the predetermined range DRA while the manpowered vehicle 10 is running is The assist motor 42 is controlled such that the amount of regeneration of the assist motor 42 is greater than when the rotation ratio R is within the predetermined range DRA. For example, when the shift variable X is related to the rotation ratio R, the control unit 52 determines that the regeneration amount of the assist motor 42 when the rotation ratio R is not within the predetermined range DRA while the manpowered vehicle 10 is running is The assist motor 42 is controlled so as to be smaller than the regeneration amount of the assist motor 42 when the rotation ratio R is within the predetermined range DRA. When the shift variable X relates to the rotation ratio R, the controller 52 controls the regeneration of the assist motor 42 when the rotation ratio R is included in the first range DR1 outside the predetermined range DRA while the manpowered vehicle 10 is running. The assist motor 42 is controlled so that the regeneration amount of the assist motor 42 is smaller than the regeneration amount of the assist motor 42 when the rotation ratio R is included in the predetermined range DRA, and the rotation ratio R is included in a second range DR2 outside the predetermined range DRA. It is preferable to control the assist motor 42 so that the amount of regeneration of the assist motor 42 when the rotation ratio R is within the predetermined range DRA is greater than the amount of regeneration of the assist motor 42 when the rotation ratio R is within the predetermined range DRA.

The process of controlling the assist motor 42 when the shift variable X relates to the rotation ratio R will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S41 of the flowchart shown in FIG. After the flow chart of FIG. 6 ends, the control unit 52 repeats the process from step S41 after a predetermined period until the power supply is stopped.

In step S41, the control unit 52 determines whether or not the manpowered vehicle 10 is running. For example, the control unit 52 determines that the manpowered vehicle 10 is running when the travel speed V is equal to or higher than a predetermined travel speed, or when the rotational speed N of the crank 14 is equal to or higher than the predetermined rotational speed. . If the manpowered vehicle 10 is not running, the control unit 52 terminates the process. If the manpowered vehicle 10 is running, the controller 52 proceeds to step S42.

In step S42, the control unit 52 determines whether or not the rotation ratio R is outside the predetermined range DRA. If the rotation ratio R is not outside the predetermined range DRA, the control unit 52 terminates the process. If the rotation ratio R is outside the predetermined range DRA, the control unit 52 proceeds to step S43.

In step S43, the control unit 52 determines whether or not the rotation ratio R is within the first range DR1. If the rotation ratio R is within the first range DR1, the control unit 52 proceeds to step S44. In step S44, the control unit 52 controls the assist motor 42 so as to reduce the amount of regeneration, and proceeds to step S47.

If the rotation ratio R is not within the first range DR1 in step S43, the control unit 52 proceeds to step S45. In step S45, the control unit 52 determines whether or not the rotation ratio R is within the second range DR2. If the rotation ratio R is not within the second range DR2, the control unit 52 terminates the process.

When the rotation ratio R is within the second range DR2 in step S45, the control unit 52 proceeds to step S46. In step S46, the controller 52 controls the assist motor 42 to increase the amount of regeneration, and proceeds to step S47.

In step S47, the control unit 52 determines whether or not the rotation ratio R is within the predetermined range DRA. The control unit 52 repeats the process of step S47 until the rotation ratio R reaches the predetermined range DRA. When the rotation ratio R reaches the predetermined range DRA, the control unit 52 proceeds to step S48. In step S48, the control unit 52 sets the regeneration amount to a predetermined value, and terminates the process. In step S48, the control unit 52 may return the regeneration amount to the value before it was changed in step S44 or step S46, and terminate the process.

When the shift variable X is in the first range D1 in which the rotation ratio R is larger than the predetermined range DA, the rider's load is greater than when the shift variable X is within the predetermined range DA. Therefore, the rider may feel uncomfortable. When the shift variable X is in the first range D1, the control unit 52 reduces the regeneration amount of the assist motor 42, thereby reducing the load on the rider. Also, the rider is less likely to feel discomfort.

When the shift variable X is in the second range D2 in which the rotation ratio R is smaller than the predetermined range DA, the load on the rider is smaller than when the shift variable X is within the predetermined range DA. Therefore, the rider may feel uncomfortable. When the shift variable X is in the second range D2, the controller 52 increases the regeneration amount of the assist motor 42, so that the rider is less likely to feel discomfort. Also, the power generation amount can be increased.

(Modification)
The description of the embodiment is an illustration of the possible forms of a control device for a manpowered vehicle according to the invention and is not intended to limit the forms. A control device for a manpowered vehicle according to the present invention can take the form of, for example, the variants of the embodiments shown below, and combinations of at least two variants not contradicting each other. In the following modified examples, the same reference numerals as in the embodiment are given to the parts that are common to the embodiment, and the description thereof is omitted.

In the second embodiment, when the shift variable X of the transmission 46 is included in one of the first range D1 and the second range D2, the control unit 52 sets the regeneration rate so that the shift variable X is included in the predetermined range DA. The assist motor 42 may be controlled in a manner different from the case where it is used. The regeneration rate is, for example, the percentage of the power WH or torque TH of the human driving force H that is used for regeneration. For example, the assist motor 42 is provided with a switching device capable of switching the ratio of the manpower driving force H transmitted to the rotor of the assist motor 42, and the controller 52 changes the regeneration rate by controlling the switching device.
For example, while the manpowered vehicle 10 is running, the control unit 52 determines the regeneration rate of the assist motor 42 when the shift variable X of the transmission 46 is not within the predetermined range DA. The assist motor 42 is controlled so that the regeneration rate of the assist motor 42 is higher than the regeneration rate of the assist motor 42. For example, while the manpowered vehicle 10 is running, the control unit 52 determines the regeneration rate of the assist motor 42 when the shift variable X of the transmission 46 is not within the predetermined range DA. The assist motor 42 is controlled so as to be lower than the regeneration rate of the assist motor 42 in the case where the power is supplied. The control unit 52 controls the regeneration rate of the assist motor 42 when the shift variable X of the transmission 46 is included in the first range D1 outside the predetermined range DA while the manpowered vehicle 10 is running. The assist motor 42 is controlled to be lower than the regeneration rate of the assist motor 42 when it is included in DA, and the assist motor 42 when the shift variable X of the transmission 46 is included in the second range D2 outside the predetermined range DA It is preferable to control the assist motor 42 so that the regeneration rate of is higher than the regeneration rate of the assist motor 42 when the shift variable X is within the predetermined range DA.
Specifically, when the shift variable X relates to the operating position P of the transmission 46, as shown in FIG. 7, step S34 in FIG. 5 is changed to step S51 in FIG. is changed to step S52 in FIG. 7, and step S38 in FIG. 5 is changed to step S53 in FIG. In step S51, the control unit 52 controls the assist motor 42 so as to decrease the regeneration rate, and proceeds to step S37. The controller 52 controls the assist motor 42 to increase the regeneration rate in step S52, and proceeds to step S37. In step S53, the control unit 52 sets the regeneration rate to a predetermined value, and terminates the process.
8, step S44 of FIG. 6 is changed to step S61 of FIG. 8, and step S46 of FIG. 6 is changed to step S62 of FIG. , step S48 in FIG. 6 is changed to step S63 in FIG. In step S61, the control unit 52 controls the assist motor 42 so as to decrease the regeneration rate, and proceeds to step S47. The controller 52 controls the assist motor 42 to increase the regeneration rate in step S62, and proceeds to step S47. In step S63, the control unit 52 sets the regeneration rate to a predetermined value, and terminates the process.

In the first embodiment, when the shift variable X of the transmission 46 is included in one of the first range D1 and the second range D2, the control unit 52 sets at least one of the regeneration amount and the regeneration rate to the shift variable The assist motor 42 may be controlled so as to differ from the case where X is included in the predetermined range DA.

The control unit 52 determines the output upper limit value of the assist motor 42 according to the difference between the shift variable X of the transmission 46 included in the predetermined range DA and the shift variable X of the transmission 46 included outside the predetermined range DA. At least one of L, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manpower driving force H may be controlled. The transmission 46 changes the rotation ratio R defined as the quotient of the number of revolutions of the wheels 12 divided by the number of revolutions of the crank 14 . The transmission 46 is configured similarly to the transmission 46 of the first embodiment. The shift variable X of the transmission 46 included in the predetermined range DA is preferably the shift variable X corresponding to the shift command value stored in the storage unit 54 . The control unit 52 operates the assist motor according to the difference between the shift variable X corresponding to the shift command value stored in the storage unit 54 and the shift variable X detected by the first detection unit 62 or the second detection unit 64. It is preferable to control at least one of the output upper limit value L of 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manpower driving force H. For example, when the operating position P of the transmission 46 is included in the first range DP1, the control unit 52 controls the operating position P of the transmission 46 detected by the first detection unit 62 and the speed change stored in the storage unit 54. As the difference between the command value and the corresponding operating position P increases, the amount of increase in at least one of the output upper limit value L, the output M, and the output ratio A increases. For example, when the operating position P of the transmission 46 is included in the second range DP2, the control unit 52 controls the operating position P of the transmission 46 detected by the first detection unit 62 and the speed change stored in the storage unit 54. As the difference between the command value and the corresponding operating position P increases, the amount of decrease in at least one of the output upper limit value L, the output M, and the output ratio A increases. For example, when the rotation ratio R is included in the first range DR1, the control unit 52 controls the rotation ratio R detected by the second detection unit 64 and the rotation ratio R corresponding to the shift command value stored in the storage unit 54. At least one increase amount of the output upper limit value L, the output M, and the output ratio A is increased as the difference between is increased. For example, when the rotation ratio R is included in the second range DR2, the control unit 52 controls the rotation ratio R detected by the second detection unit 64 and the rotation ratio R corresponding to the shift command value stored in the storage unit 54. At least one decrease amount of the output upper limit value L, the output M, and the output ratio A is increased as the difference between is increased. The control unit 52 increases the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the At least one of the output ratio A of the assist motor 42 to the human driving force H may be increased linearly, increased stepwise, or increased exponentially.

- The control unit 52 may control the assist motor 42 according to the gear ratio S instead of the operation position P. In this case, the control device 50 preferably includes a third detection section for detecting the gear ratio S. The third detector detects, for example, the rotational speed of the rotating body upstream of the transmission 46 and the rotational speed of the rotating body downstream of the transmission 46 . The control unit 52 calculates the gear ratio S by dividing the rotation speed of the rotor downstream of the transmission 46 by the rotation speed of the rotor upstream of the transmission 46 . When the manpowered vehicle 10 includes a plurality of transmissions 46, the control unit 52 may control the assist motor 42 according to the gear ratio S of each transmission 46, and set the gear ratio S of the plurality of transmissions 46 to The assist motor 42 may be controlled according to the multiplied rotation ratio R.

- The transmission 46 may be connected to the speed change operating device by a mechanical cable without having an actuator. In this case, it is preferable that the control unit 52 stores the shift variable X corresponding to the detected operation of the shift operating device in the storage unit 54 . In this case, the predetermined range DA is a range that includes the shift variable X stored in the storage section 54 .

DESCRIPTION OF SYMBOLS 10... Human-powered vehicle, 12... Wheel, 14... Crank, 42... Assist motor, 46... Transmission, 50... Control apparatus for human-powered vehicles, 52... Control part.

Claims (9)

A controller for a human powered vehicle, comprising:
The output of an assist motor that assists the propulsion of a human-powered vehicle equipped with a transmission that changes the rotation ratio defined by the quotient of the number of revolutions of the wheels divided by the number of revolutions of the crank is applied to the human-powered driving force input to the crank. including a control unit that controls according to
The control unit adjusts the output upper limit value of the assist motor, the assist A control device that controls at least one of a motor output and an output ratio of the assist motor to the manpower driving force. further comprising a storage unit that stores the shift command value and the corresponding shift variable,
2. The control device according to claim 1, wherein said shift variable of said transmission included in said predetermined range is said shift variable corresponding to said shift command value stored in said storage unit. The control unit controls the output upper limit value of the assist motor, the output upper limit value of the assist motor, and the shift variable corresponding to the shift command value stored in the storage unit and the shift variable detected by the detection unit. 3. The control device according to claim 2, which controls at least one of the output of the assist motor and the ratio of the output of the assist motor to the manpower driving force. 4. A controller as claimed in claim 3, wherein the transmission variable relates to the operating position of the transmission. When the operating position of the transmission is included in a first range outside the predetermined range, the control section controls the operating position of the transmission detected by the detecting section and the operating position of the transmission stored in the storage section. At least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manpower driving force increases as the difference between the shift command value and the corresponding operating position increases. 5. The controller of claim 4, increasing the amount. The control unit controls the operation of the transmission detected by the detection unit when the operating position of the transmission is different from the first range and is included in a second range that is not included in the predetermined range. The larger the difference between the position and the operating position corresponding to the shift command value stored in the storage unit, the greater the output upper limit value of the assist motor, the output of the assist motor, and the manpower driving force. 6. The control device according to claim 5, wherein at least one reduction amount of said output ratio of said assist motor is increased. When the operating position of the transmission is included in a second range that is not included in the predetermined range, the control section stores the operating position of the transmission detected by the detecting section and the operating position stored in the storage section. The greater the difference between the shift command value and the corresponding operating position, the greater the difference between the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the human power driving force. 5. The control device according to claim 4, wherein one decrement is increased. The controller controls the output upper limit value of the assist motor, the output of the assist motor, and at least one of said output ratio of said assist motor to said manpower driving force is increased. The controller controls the output upper limit value of the assist motor, the output of the assist motor, 9. The control device according to claim 8, wherein at least one of said output ratio of said assist motor to said manpower driving force is increased linearly, stepwise, or exponentially.

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