JP6325427B2 - Bicycle detection device, bicycle component operation device including the detection device, and bicycle control system including the operation device - Google Patents

Description

  The present invention relates to a bicycle detection device, a bicycle component operation device including the detection device, and a bicycle control system including the operation device.

  2. Description of the Related Art Conventionally, a bicycle detection device that detects movements of a plurality of operation units is known. For example, the bicycle detection device disclosed in Patent Document 1 is provided in an operation device for a transmission including two operation units, and includes two sensors for detecting the operation of each operation unit.

U.S. Pat. No. 8,286,529

The bicycle detection apparatus includes two sensors for detecting movement of the two operation units. It is preferable to reduce the number of sensors in terms of cost.
An object of the present invention is to provide a bicycle detection device capable of reducing the number of sensors, a bicycle component operation device including the detection device, and a bicycle control system including the operation device.

  [1] One form of the bicycle detection device according to the present invention includes a single sensor, which outputs a detection signal of the first state in accordance with the movement of the first operation unit, and the second sensor A detection signal in a second state different from the first state is output according to the movement of the operation unit.

  [2] According to one embodiment of the bicycle detection apparatus, the sensor outputs the detection signal of the first state according to a positional relationship with a first detection body provided in the first operation unit. The second state detection signal is output according to the positional relationship with the second detection body provided in the second operation unit.

  [3] According to one embodiment of the bicycle detection device, the level of the detection signal in the first state changes continuously or stepwise according to the distance between the sensor and the first detection body, The level of the detection signal in the second state changes continuously or stepwise according to the distance between the sensor and the second detection body.

  [4] According to one aspect of the bicycle detection apparatus, the sensor outputs the detection signal of the first state when the distance from the first detection body is less than a predetermined distance, The detection signal of the first state is not output when the distance to the detection body is equal to or greater than the predetermined distance, and the detection of the second state is performed when the distance to the second detection body is less than the predetermined distance. A signal is output, and the detection signal in the second state is not output when the distance from the second detection body is equal to or greater than the predetermined distance.

[5] According to one embodiment of the bicycle detection apparatus, the first detection body provided in the first operation section and the second detection body provided in the second operation section are further provided. Prepare.
[6] According to one embodiment of the bicycle detection apparatus, the first operation unit is provided to be movable between the first detection body and the sensor, and the second operation unit is It is provided to be movable between the two detectors and the sensor.

[7] According to one embodiment of the bicycle detection apparatus, the first detection body and the second detection body are magnets, and the sensor includes a Hall element.
[8] According to one embodiment of the bicycle detection device, the sensor of the magnetic poles included in the first detection body in a state where the first operation unit and the second operation unit are not operated. The magnetic pole close to the sensor and the magnetic pole close to the sensor among the magnetic poles of the second detector are opposite to each other.

[9] According to one embodiment of the bicycle detection apparatus, the first detection body and the second detection body have different colors, and the sensor includes a light receiving element.
[10] According to one embodiment of the bicycle detection apparatus, the first detector and the second detector have different colors by emitting light.

  [11] According to one embodiment of the bicycle detection apparatus, the first detector includes a plurality of first color portions having different colors, and the plurality of first color portions are the first color portions. Are arranged in a moving direction, and the second detection body includes a plurality of second color portions having different colors, and the plurality of second color portions are arranged by the second operation portion. Arranged in the direction of movement.

[12] According to one embodiment of the bicycle detection device, the bicycle further includes a guide portion in which a window for guiding light is formed in the sensor.
[13] One embodiment of the bicycle component operating device according to the present invention is the bicycle detecting device according to any one of [1] to [12], the first operating section, and the second operating device. An operation device for a bicycle component, comprising:

[14] In one form of the bicycle component operating device according to the present invention, the first operating portion and the second operating portion operate the bicycle component.
[15] In one form of the bicycle component operating device according to the present invention, the operating device is a cable connected to the bicycle component by operating the first operating portion and the second operating portion. And the direction in which the winding body rotates by the operation of the second operating portion is opposite to the direction in which the winding body rotates by the first operating portion. is there.

[16] In one embodiment of the bicycle component operating device according to the present invention, the bicycle component is a transmission, a suspension, or a seat post.
[17] One aspect of the bicycle control system according to the present invention is the bicycle component operating device according to any one of [13] to [16], the first state detection signal, and the second state. And a control device that controls the bicycle electric component in accordance with the state detection signal.

  [18] In one form of the bicycle control system according to the present invention, the control device drives the bicycle in accordance with human power driving force and the detection signal of the first state and the detection signal of the second state. Control the motor.

[19] In one form of the bicycle control system according to the present invention, the control device reduces the output of the motor in accordance with the detection signal of the first state and the detection signal of the second state.
[20] In one form of the bicycle control system according to the present invention, the control device is configured to detect when the first state detection signal is detected and when the second state detection signal is detected. At least one of the time for decreasing the output of the motor and the amount of decrease in the output of the motor is varied.

  The bicycle detection device, the bicycle component operation device including the detection device, and the bicycle control system including the operation device can reduce the number of sensors.

The side view of the bicycle carrying the bicycle control system of a 1st embodiment. The top view of the operating device of FIG. The side view of the state which abbreviate | omitted the case from the operating device of FIG. The schematic diagram when the 1st operation part and 2nd operation part of the transmission of FIG. 2 exist in a reference position. The schematic diagram when the 1st operation part of the transmission of FIG. 2 is operated and the 2nd operation part exists in a reference position. The schematic diagram when the 1st operation part of the transmission of FIG. 2 exists in a reference position, and the 2nd operation part was operated. The table which shows the relationship between the sensor output voltage and lever operation angle of the detection apparatus of FIG. The block diagram of the bicycle control system of FIG. The flowchart which shows the process sequence of the motor control which the control apparatus of FIG. 8 performs. The schematic diagram when the 1st operation part and 2nd operation part of the transmission of 2nd Embodiment exist in a reference position. The schematic diagram when the 1st operation part of the transmission of FIG. 10 is operated and the 2nd operation part exists in a reference position. The schematic diagram when the 1st operation part of the transmission of FIG. 10 exists in a reference position, and the 2nd operation part was operated. The side view of the bicycle carrying the bicycle control system of 3rd Embodiment. The block diagram of the control system for bicycles of FIG. The block diagram of the control system for bicycles of 4th Embodiment. The block diagram of the control system for bicycles of the modification of 1st Embodiment. The schematic diagram when the 1st operation part and 2nd operation part of the transmission of the 1st modification of 2nd Embodiment are in a reference position. The schematic diagram when the 1st operation part and 2nd operation part of the transmission of the 2nd modification of 2nd Embodiment are in a reference position. The schematic diagram when the 1st operation part and 2nd operation part of the transmission of the modification of each embodiment exist in a reference position. The schematic diagram when the 1st operation part of the transmission of FIG. 19 is operated and the 2nd operation part exists in a reference position. The schematic diagram when the 1st operation part of the transmission of FIG. 20 exists in a reference position, and the 2nd operation part was operated. The side view of the bicycle carrying the bicycle control apparatus of 5th Embodiment. The block diagram which shows the structure of the control apparatus for bicycles. The correction coefficient map which shows matching with a correction coefficient and a rotation angle. The graph which shows the time change of basic driving assistance power. The graph which shows the time change of driving assistance power. The graph which shows the relationship between the time constant and cadence in a 1st control state. The graph which shows the relationship between the time constant and cadence in a 2nd control state. The correction coefficient map which shows matching with the correction coefficient and rotation angle in a 1st control state and a 2nd control state. The graph which shows the relationship between the time constant and cadence in a 1st control state and a 2nd control state. The flowchart for demonstrating operation | movement of the bicycle control apparatus which concerns on 5th Embodiment.

(First embodiment)
With reference to FIG. 1, the structure of the bicycle carrying the bicycle control system will be described.
The bicycle 10 includes a frame 12, a handlebar 14, a front wheel 16, a rear wheel 18, a drive mechanism 20, an assist mechanism 22, a battery unit 24, a transmission 26 that is a bicycle component, a torque sensor 48 (see FIG. 8), and A bicycle control system 50 is provided.

  The drive mechanism 20 includes left and right crank arms 28, a crankshaft 30, left and right pedals 32, a front sprocket 34, a rear sprocket 36, and a chain 38. The left and right crank arms 28 are rotatably attached to the frame 12 via one crankshaft 30. The pedal 32 is attached to the crank arm 28 so as to be rotatable around the pedal shaft 32A.

  The front sprocket 34 is connected to the crankshaft 30. The front sprocket 34 is provided coaxially with the crankshaft 30. The front sprocket 34 may be connected so as not to rotate relative to the crankshaft 30, and is connected via a one-way clutch (not shown) so that the front sprocket 34 also rotates forward when the crankshaft 30 rotates forward. May be.

  The rear sprocket 36 is rotatably mounted around the axle 18A of the rear wheel 18. The rear sprocket 36 is connected to the rear wheel 18 via a one-way clutch. The chain 38 is wound around the front sprocket 34 and the rear sprocket 36. When the crank arm 28 is rotated by the manual driving force applied to the pedal 32, the rear wheel 18 is rotated by the front sprocket 34, the chain 38, and the rear sprocket 36.

The assist mechanism 22 includes a motor 40 that is an electric component for a bicycle and a drive circuit 42 (see FIG. 8).
The assist mechanism 22 assists manual driving power for rotating the front sprocket 34 by driving the motor 40. The assist mechanism 22 drives the motor 40 according to the human power driving force detected by the torque sensor 48 (see FIG. 8). The motor 40 is an electric motor. The rotation of the motor 40 is transmitted to the front sprocket 34 via a speed reducer (not shown). A one-way clutch (not shown) may be provided between the motor 40 and the front sprocket 34 in order to prevent the motor from rotating due to human driving force when the crank arm 28 is rotated forward.

  The battery unit 24 includes a battery 44 and a battery holder 46 for detachably attaching the battery 44 to the frame 12. The battery 44 includes one or more battery cells. The battery 44 is constituted by a secondary battery. The battery 44 is electrically connected to the motor 40 and supplies power to the motor 40.

  The transmission 26 shifts the rotation input to the rear sprocket 36 and transmits it to the rear wheel 18. The transmission 26 is an internal transmission integrated with the hub of the axle 18 </ b> A of the rear wheel 18. The transmission 26 includes a planetary gear mechanism (not shown) inside. One end of the inner cable CA of the transmission cable C shown in FIG. As the inner cable CA moves, the mechanical elements inside the transmission 26 rotate. Thereby, the connection state of the gears constituting the planetary gear mechanism is changed, and the gear ratio of the bicycle 10 is changed stepwise.

The bicycle control system 50 includes an operation device 52 for operating the transmission 26, a detection device 54 (see FIG. 4), and a control device 56.
As shown in FIG. 2, the operation device 52 includes a case 58 fixed to the handlebar 14, a main body 60 (see FIG. 3) accommodated in the case 58, a first operation unit 62, and a second operation unit 52. An operation unit 64 is provided.

  The case 58 includes a holder 66 that is detachably attached to the handlebar 14 and a display unit 68 that indicates the current gear position. The indicator 68 </ b> A of the display unit 68 is interlocked with the winding body 70 (see FIG. 3) of the main body unit 60.

  As shown in FIG. 3, the main body 60 includes a winding body 70 that winds up the inner cable CA, a first ratchet 72 that is connected to the winding body 70 and restricts the rotation of the winding body 70, and a second ratchet 72. A ratchet 74 and an elastic member 76 are provided. The end of the inner cable CA is fitted into the winding body 70.

  The first ratchet 72 is a disk-shaped or fan-shaped member. The first ratchet 72 includes a plurality of ratchet teeth on the outer periphery. The second ratchet 74 is a disk-shaped or fan-shaped member. The second ratchet 74 has a plurality of ratchet teeth on the outer periphery. The first ratchet 72 and the second ratchet 74 are overlapped. The 1st ratchet 72 and the 2nd ratchet 74 are connected with the winding body 70, and move the winding body 70 to one side and the other of the circumferential direction. The elastic member 76 is a coil spring, for example, and is connected to the winding body 70. The elastic member 76 gives the winding body 70 a force toward one side in the circumferential direction.

The first operation unit 62 moves the winding body 70 in one circumferential direction. The first operation unit 62 is an operation unit for upshifting.
The first operation unit 62 includes a lever 78 and a lever shaft 80 provided on the main body 60. The lever shaft 80 passes through the base end portion 78 </ b> A of the lever 78. The lever 78 rotates around the lever shaft 80. The lever shaft 80 is provided coaxially with the rotating shaft of the winding body 70. The first ratchet 72 and the second ratchet 74 rotate around the lever shaft 80.

  When the first operating portion 62 is operated in the first direction RA (see FIG. 2) around the lever shaft 80 from the reference position, when the operating angle of the lever 78 exceeds a predetermined value, it is supported by the base end portion 78A. The feeding mechanism (not shown) presses the first ratchet 72 in one circumferential direction, and the first ratchet 72 rotates in one circumferential direction. As a result, the winding body 70 rotates in one circumferential direction, and the inner cable CA is wound up. For this reason, the inner cable CA is pulled back to the operating device 52, and the gear position of the transmission 26 shown in FIG. 1 is changed. The main body 60 is provided with a holding mechanism that holds the rotational position of the winding body 70. The holding mechanism is provided on the outer periphery of the second ratchet 74 and has a claw that engages with the second ratchet 74. An elastic member (not shown) is attached to the lever shaft 80. The elastic member is, for example, a coil spring or a leaf spring. The elastic member applies a force toward the first operation portion 62 in the second direction RB (see FIG. 2) opposite to the first direction RA of the lever shaft 80. As a result, when the first operating portion 62 is not operated, the first operating portion 62 is biased in the second direction RB of the lever shaft 80 and returns to the reference position.

The 2nd operation part 64 is rotatably attached to the main-body part 60, and moves the winding body 70 to the other of the circumferential direction. The second operation unit 64 is a shift-down operation unit.
The second operation unit 64 includes a lever 82, a lever shaft 84 provided in the main body 60, and a release mechanism 86. The lever shaft 84 is disposed at a position parallel to the lever shaft 80 and different from the lever shaft 80. The lever shaft 84 passes through the base end portion 82 </ b> A of the lever 82. The lever 82 rotates around the lever shaft 84. The release mechanism 86 is supported by the base end portion 82A. The release mechanism 86 is provided on the outer periphery of the second ratchet 74. The release mechanism 86 can separate the holding mechanism engaged with the second ratchet 74 from the second ratchet 74.

  When the second operating portion 64 is operated from the reference position in the third direction RC around the lever shaft 84 (see FIG. 2), when the operating angle of the lever 82 exceeds a predetermined value, the release mechanism 86 and the holding mechanism The engagement with the second ratchet 74 is released, and the second ratchet 74 moves together with the winding body 70 in the circumferential direction by the elastic member 76. As a result, the winding body 70 rotates in the other circumferential direction, and the inner cable CA is sent out. For this reason, the inner cable CA is pushed out to the transmission 26 shown in FIG. 1, and the gear position of the transmission 26 is changed. The holding mechanism holds the winding body 70 again at a position where the winding body 70 is rotated by an amount of rotation relative to one stage. An elastic member (not shown) is attached to the lever shaft 84. The elastic member is, for example, a coil spring or a leaf spring. The elastic member applies a force toward the fourth direction RD (see FIG. 2) opposite to the third direction RC of the lever shaft 84 to the second operating portion 64. As a result, when the second operating portion 64 is not operated, the second operating portion 64 is biased in the fourth direction RD of the lever shaft 84 and returns to the reference position.

  The operation directions from the reference position of the first operation unit 62 and the second operation unit 64 are opposite to each other. That is, the operator shifts the first operation unit 62 by pushing, and the second operation unit 64 shifts by pulling. The operation direction from the reference position of the first operation unit 62 and the second operation unit 64 may be the same direction. That is, the operator may change the speed by pressing both the first operation unit 62 and the second operation unit 64. About the mechanism which operates the winding body 70 of the transmission 26, not only said structure but various structures are employable.

As shown in FIG. 4, the detection device 54 is provided in the operation device 52. The detection device 54 is electrically connected to the control device 56 (see FIG. 8).
The detection device 54 outputs a signal according to the movement of the operation units 62 and 64. The detection device 54 includes a single sensor 88, a first detection body 90, and a second detection body 92.

  As shown in FIG. 4, the sensor 88 is disposed inside the case 58. As shown in FIG. 8, the sensor 88 includes a Hall element 94 and an amplifier circuit 96. The sensor 88 outputs an output voltage V corresponding to the magnitude of the magnetic flux density applied to the Hall element 94. The increase / decrease of the signal output from the Hall element 94 is inverted according to the direction of the magnetic pole applied to the Hall element 94. The Hall element 94 is a so-called linear Hall element.

  The first detection body 90 is a magnet. The first detection body 90 is provided at the base end portion 78 </ b> A of the lever 78. As shown in FIG. 4, the first detector 90 is disposed on the edge of the base end portion 78A. When the lever 78 is operated by the operator, the first detector 90 moves in the first direction RA as shown in FIG. 5, and when the lever 78 is released by the operator, a spring (not shown). 4 moves in the second direction RB and returns to the reference position shown in FIG.

  The second detection body 92 is a magnet. The second detection body 92 is provided at the base end portion 82 </ b> A of the lever 82. As shown in FIG. 4, the second detector 92 is disposed on the edge of the base end portion 82A. When the lever 82 is operated by the operator, the second detector 92 moves in the third direction RC as shown in FIG. 6, and when the lever 82 is released by the operator, the spring (not shown in FIG. 3). ) To move in the fourth direction RD and return to the reference position shown in FIG.

  The first detection body 90 and the second detection body 92 are arranged with the sensor 88 in between at a reference position where the levers 78 and 82 are not operated. The magnetic poles of the first detection body 90 on the side close to the sensor 88 and the magnetic poles of the second detection body 92 on the side close to the sensor 88 have opposite magnetism.

As shown in FIG. 7, when the first detection body 90 and the second detection body 92 are in the reference position, the sensor output voltage V output from the sensor 88 indicates the reference voltage VA.
The greater the lever operating angle from the reference position of the first operating portion 62, that is, the shorter the lever 78 rotates in the first direction RA from the reference position, the shorter the distance between the sensor 88 and the first detector 90. Become. Therefore, as indicated by the solid line LA in FIG. 7, the sensor output voltage V increases as the lever operating angle of the first operating unit 62 increases. For this reason, the level of the detection signal in the first state output from the sensor 88 continuously increases as an output voltage higher than the reference voltage VA. When the first detection body 90 is at the reference position, the distance between the sensor 88 and the first detection body 90 is not less than a predetermined distance. The sensor 88 outputs a reference voltage VA when the distance to the first detection body 90 is equal to or greater than a predetermined distance. The control device 56 determines that the first shift signal SA is detected when the detection signal of the first state output from the sensor 88 is equal to or greater than a predetermined first threshold, and the detection signal of the first state is the predetermined first signal. If it is less than one threshold, it is determined that the first shift signal SA is not detected. The predetermined first threshold value is set to be adjustable.

  The greater the lever operation angle from the reference position of the second operation unit 64, that is, the shorter the lever 82 rotates in the third direction RC from the reference position, the shorter the distance between the sensor 88 and the second detection body 92 becomes. Become. Further, the magnetic poles of the first detection body 90 on the side close to the sensor 88 and the magnetic poles of the second detection body 92 on the side close to the sensor 88 have opposite magnetism. Therefore, as indicated by the broken line LB in FIG. 7, the sensor output voltage V decreases as the lever operation angle of the second operation unit 64 increases. For this reason, the level of the detection signal of the 2nd state which the sensor 88 outputs as an output voltage smaller than the reference voltage VA reduces continuously. When the second detection body 92 is at the reference position, the distance between the sensor 88 and the second detection body 92 is equal to or greater than a predetermined distance. The sensor 88 outputs the reference voltage VA when the distance from the second detection body 92 is equal to or greater than a predetermined distance. The control device 56 determines that the second shift signal SB has been detected when the second state detection signal output from the sensor 88 is equal to or less than a predetermined second threshold value, and the second state detection signal is predetermined second. If the threshold value is exceeded, it is determined that the second shift signal SB is not detected. The predetermined second threshold value is set to be adjustable.

  As shown in FIG. 1, the driving force from the crank arm 28 and the driving force of the motor 40 are input to the transmission 26. When changing the gear position, the transmission 26 changes the coupling state of the gears constituting the planetary gear mechanism by operating the mechanical element moved by the inner cable CA. The greater the torque input to the transmission 26, the more difficult it is for the mechanical elements to operate. For this reason, the control device 56 controls the motor 40 based on the output signal of the detection device 54.

With reference to FIG. 9, the process procedure which the control apparatus 56 performs for every predetermined period is demonstrated.
As shown in step S11, the control device 56 determines whether or not the first shift signal SA has been detected. Specifically, when the control device 56 determines that the detection signal in the first state is equal to or greater than a predetermined first threshold value, the process proceeds to step S12. In step S12, the controller 56 reduces the output of the motor 40 based on the first condition.

  When it is determined in step S11 that the control device 56 has not detected the first shift signal SA, the control device 56 proceeds to step S13 and determines whether or not the second shift signal SB has been detected. Specifically, when the control device 56 determines that the detection signal in the second state has reached or exceeded a predetermined second threshold value, the process proceeds to step S14. In step S14, the control device 56 reduces the output of the motor 40 based on a second condition different from the first condition.

The first condition and the second condition include time for reducing the output of the motor 40.
When the output of the motor 40 is reduced based on the first condition, the control device 56 performs control to reduce the output of the motor 40 when the first predetermined time has elapsed since the output of the motor 40 was reduced. finish. The first predetermined time is preferably set to a time sufficiently larger than a standard time considered necessary for the upshifting by the transmission 26.

  The control device 56 performs control to reduce the output of the motor 40 when the output of the motor 40 is reduced based on the second condition and the second predetermined time has elapsed since the output of the motor 40 is reduced. finish. The second predetermined time is preferably set to a time sufficiently larger than the standard time considered necessary for the downshift by the transmission 26. The second predetermined time may be selected as a time different from the first predetermined time, or may be selected as a time equal to the first predetermined time.

The bicycle control system has the following operations and effects.
(1) The detection device 54 detects the movement of the first operation unit 62 and the second operation unit 64 by a single sensor 88. For this reason, the number of sensors can be reduced compared with the structure which detects the movement of the 1st operation part 62, and the movement of the 2nd operation part 64 using another sensor. Moreover, since the number of sensors can be reduced, it can contribute to the weight reduction of the detection apparatus 54. FIG.

  (2) The detection signal in the first state continuously changes according to the distance between the sensor 88 and the first detection body 90. The detection signal in the second state continuously changes according to the distance between the sensor 88 and the second detection body 92. For this reason, the operation amount of the 1st operation part 62 and the 2nd operation part 64 is detectable.

  (3) The control device 56 reduces the output of the motor 40 in accordance with the first shift signal SA and the second shift signal SB. For this reason, since the torque applied to the transmission 26 at the time of shifting can be reduced, the shifting performance is improved.

  (4) The control device 56 changes the time to decrease the output of the motor 40 when receiving the first shift signal SA and when receiving the second shift signal SB to shift up and down. A suitable torque reduction can be performed.

  (5) The detection device 54 detects the first state in the control device 56 when the operation angle of the levers 78 and 82 is less than a predetermined angle, that is, within a range where the winding body 70 does not move even if the operation units 62 and 64 move. The signal and the detection signal of the second state can be output. That is, before the inner cable CA starts moving by the winding body 70, the control device 56 can detect the shift signals SA and SB. For this reason, the output of the motor 40 can be controlled before the operation of changing the gear ratio by the transmission 26 is started. For this reason, the speed change performance is further improved.

(Second Embodiment)
As shown in FIG. 10, the bicycle control system of the present embodiment includes a detection device 100. The detection apparatus 100 includes a sensor 102, a light emitting unit 104, a first detection body 106, a second detection body 108, and a light shielding plate 110.

  The sensor 102 is a color sensor including a plurality of light receiving elements 102A. The light receiving element 102A is, for example, a photodiode or a CCD. Each light receiving element 102A is covered with a color filter (not shown) of a different color. For this reason, the sensor 102 outputs a signal corresponding to the received color.

  The first detector 106 and the second detector 108 have different colors. For this reason, the first detector 106 and the second detector 108 reflect light corresponding to different colors.

  The light emitting unit 104 and the sensor 102 are disposed on the opposite sides of the first detection body 106 and the second detection body 108 with the light shielding plate 110 interposed therebetween. A guide portion 112 in which a window 112A is formed is formed at a portion of the light shielding plate 110 where the light emitting portion 104 and the sensor 102 are disposed. The window 112 </ b> A guides light to the sensor 102. The light emitting unit 104 may be disposed between the light shielding plate 110 and the first detection body 106 and the second detection body 108. In short, the light emitting unit 104 may be arranged at a position where the first detection body 106 and the second detection body 108 can be irradiated with light.

  When the lever 78 is operated by the operator, the first detector 106 shown in FIG. 10 moves in the first direction RA as shown in FIG. When the first detection body 106 moves to the window 112A, the light from the light emitting unit 104 is applied to the first detection body 106. The first detector 106 reflects light corresponding to the color of the first detector 106. Of each light receiving element 102A, the output voltage of the light receiving element 102A corresponding to the reflected light changes. The sensor 102 outputs a detection signal in the first state based on the change in the output voltage of the light receiving element 102A corresponding to the reflected light.

  When the lever 82 is operated by the operator, the second detector 108 shown in FIG. 10 moves in the third direction RC as shown in FIG. When the second detector 108 moves to the window 112A, the light from the light emitting unit 104 is irradiated to the second detector 108. The second detector 108 reflects light corresponding to the color of the second detector 108. Of each light receiving element 102A, the output voltage of the light receiving element 102A corresponding to the reflected light changes. The sensor 102 outputs a detection signal of the second state based on the change in the output voltage of the light receiving element 102A corresponding to the reflected light.

  The detection apparatus 100 can detect the movements of the first operation unit 62 and the second operation unit 64 with a single sensor 102. For this reason, it can contribute to reduction of the number of sensors of detection device 100.

(Third embodiment)
As shown in FIG. 13, the bicycle 10 on which the bicycle control system of the present embodiment is mounted includes an electric front suspension 120 that is a bicycle component and a bicycle electric component, and a bicycle component and a bicycle electric component. The electric rear suspension 122 is provided. The frame 12 includes a main frame 12A and a swing arm 12B that is pivotally connected to a rear end of the main frame 12A. The front suspension 120 connects the front end of the main frame 12 </ b> A and the front wheel 16. The rear suspension 122 is connected to the rear end of the main frame 12A and the swing arm 12B. A rear wheel 18 is rotatably attached to the swing arm 12B.

  As shown in FIG. 14, an adjustment device 126 is connected to the front suspension 120. The adjusting device 126 includes a driver 128 and an actuator 130. An adjusting device 132 is connected to the rear suspension 122. The adjusting device 132 includes a driver 134 and an actuator 136.

  The operation device 140 includes a first operation unit 142, a second operation unit 144, and a detection device 146. The first operation unit 142 has the same configuration as the first operation unit 62 of the first embodiment, and is configured to operate from the reference position and return to the reference position when the hand is released. The second operation unit 144 has the same configuration as the second operation unit 64 of the first embodiment, and is configured to operate from the reference position and return to the reference position when the hand is released. The first detector 90 is provided in the first operation unit 142 with the same configuration as the first operation unit 62 of the first embodiment. The 2nd detection body 92 is provided in the 2nd operation part 144 as the structure similar to the 1st operation part 64 of 1st Embodiment. Since the configuration of the sensor 88 is the same as that of the first embodiment, the description thereof is omitted.

  The control device 56 drives the actuators 130 and 136 via the drivers 128 and 134 based on the first state detection signal output by operating the first operation unit 142. By driving the actuators 130 and 136, at least one of damping, rebound, hardness, and height of the suspensions 120 and 122 is adjusted steplessly or stepwise according to the operation amount of the first operation unit 142. . Here, for example, depending on the operation amount of the first operation unit 142, the damping increases, the rebound increases, the hardness increases, and the height increases. The control device 56 sets the damping, rebound, hardness, and height adjusted in accordance with the position where the operation amount of the first operation unit 142 is maximized until the second operation unit 144 is operated. maintain.

  The control device 56 drives the actuator 130 based on the second state detection signal output by operating the second operating unit 144. By driving the actuators 130 and 136, at least one of damping, rebound, hardness, and height of the suspensions 120 and 122 is adjusted according to the operation amount of the second operation unit 144. The control device 56 determines at least one of damping, rebound, hardness, and height of the suspensions 120 and 122 when the first operation unit 142 is operated and when the second operation unit 144 is operated. Adjust one step in different directions steplessly or step by step. Here, for example, depending on the operation amount of the second operation unit 144, the damping is reduced, the rebound is reduced, the hardness is reduced, and the height is reduced. The control device 56 sets the damping, rebound, hardness, and height adjusted in accordance with the position where the operation amount of the second operation unit 144 is maximized until the first operation unit 142 is operated. maintain. When the first operation unit 142 and the second operation unit 144 are operated, which parameter is changed among damping, rebound, hardness, and height, and how the parameter is changed The control device 56 may be set in advance, or the user may set the control device 56 using at least one of an external device such as a personal computer and a smartphone and a cycle computer.

(Fourth embodiment)
As shown in FIG. 15, the bicycle 10 on which the bicycle control system of the present embodiment is mounted includes a bicycle component and an electric seat post 124 that is a bicycle electric component. The seat post 124 adjusts the height of the saddle S (see FIG. 13). An adjustment device 148 is connected to the seat post 124. The adjusting device 148 includes a driver 150 and an actuator 152.

  The operation device 154 includes a first operation unit 156, a second operation unit 158, and a detection device 160. The first operation unit 156 has the same configuration as that of the first operation unit 62 of the first embodiment, and is configured to operate from the reference position and return to the reference position when the hand is released. The second operation unit 158 has the same configuration as the second operation unit 64 of the first embodiment, and is configured to operate from the reference position and return to the reference position when the hand is released. The first detector 90 is provided in the first operation unit 156 with the same configuration as the first operation unit 62 of the first embodiment. The second detector 92 is provided in the second operation unit 158 with the same configuration as that of the first operation unit 64 of the first embodiment. Since the configuration of the sensor 88 is the same as that of the first embodiment, the description thereof is omitted.

  The control device 56 drives the actuator 152 via the driver 150 based on the first state detection signal output by operating the first operation unit 156. By driving the actuator 152, the seat post 124 extends or contracts stepwise or steplessly according to the operation amount of the first operation unit 156.

  The control device 56 drives the actuator 152 based on the magnitude of the detection signal of the second state that is output by operating the second operation unit 158. By driving the actuator 152, the seat post 124 extends or contracts according to the operation amount of the second operation unit 158. The control device 56 adjusts the seat post 124 in different directions when the first operation unit 156 is operated and when the second operation unit 158 is operated. About operation | movement of the seat post 124 when operating the 1st operation part 156 and the 2nd operation part 158, you may preset in the control apparatus 56, and a user external apparatuses, such as a personal computer and a smart phone, and The controller 56 may be set using at least one of the cycle computers.

(Modification of the first to fourth embodiments)
Specific forms that the bicycle control system can take are not limited to the forms exemplified in the first to fourth embodiments. The bicycle control system and the like can take various forms different from the first to fourth embodiments. The modifications of the first to fourth embodiments shown below are examples of various forms that can be taken by a bicycle control system or the like.

  The transmission 26 according to the first embodiment may be an electric transmission 98 as shown in FIG. The transmission 98 includes a driver 98A, an actuator 98B, and a transmission 98C. The transmission 98C has the same configuration as that of the transmission 26 of the first embodiment, and the actuator 98B is connected to a portion that has been operated by the inner cable CA. The control device 56 drives the actuator 98B via the driver 98A based on the first state detection signal and the second state detection signal. Thereby, the gear stage of the transmission 98C is changed.

  The sensor 88 of the first embodiment is changed to a sensor whose output voltage V changes stepwise according to the distance to the detection bodies 90 and 92 when the distance to the detection bodies 90 and 92 is less than a predetermined distance. You can also

  -The sensor 88 of 1st Embodiment can also be changed into the sensor from which the output voltage V becomes the predetermined output voltage V when the distance with the detection bodies 90 and 92 is less than a predetermined distance. In this case, the magnetic pole on the side near the sensor 88 of the first detection body 90 and the magnetic pole on the side near the sensor 88 of the second detection body 92 are reversed. Thereby, the output with respect to the reference voltage VA when the distance between the sensor 88 and the first detection body 90 is less than a predetermined value and when the distance between the sensor 88 and the second detection body 92 is less than a predetermined value. The increase or decrease in voltage V is reversed. For this reason, the movement of the two operation units 62 and 64 can be detected by the single sensor 88.

  In the above modification, the magnetic pole on the side near the sensor 88 of the first detection body 90 and the magnetic pole on the side near the sensor 88 of the second detection body 92 can be matched. In this case, for example, the first detection body 90 is constituted by one magnet, and the second detection body 92 is constituted by two magnets. A detection signal that reaches a predetermined output voltage V within a predetermined period is a detection signal in the first state, and a detection signal that reaches a predetermined output voltage V within a predetermined period is two. It becomes the detection signal of the second state.

  In the first condition and the second condition of the first embodiment, the control device 56 outputs the output of the motor 40 when the first shift signal SA is detected and when the second shift signal SB is detected. The amount of reduction can also be varied.

  In the first embodiment, when the first shift signal SA is detected and when the second shift signal SB is detected, the control device 56 can also make the time for reducing the output of the motor 40 the same. .

  -The 1st detection body 106 and the 2nd detection body 108 in the detection apparatus 100 of 2nd Embodiment can also be changed as shown in FIG. The first detector 106 includes a plurality of first color portions 106A having different colors. The colors of the plurality of first color portions 106A and the colors of the plurality of second color portions 108A are different from each other. The plurality of first color portions 106A are arranged in the direction in which the first operation unit 62 and the first detection body 106 move. The second detector 108 includes a plurality of second color portions 108A having different colors. The plurality of second color portions 108A are arranged in the direction in which the second operation unit 64 and the second detection body 108 move. In this modification, since the sensor 102 outputs a detection signal corresponding to the detected color, the control device 56 can perform control according to the operation amount of the operation units 62 and 64.

  In the modification shown in FIG. 17, the plurality of first color portions 106A and the plurality of second color portions 108A can also emit light. In this case, the first color portion 106A and the second color portion 108A are constituted by LEDs, for example.

  In the modification shown in FIG. 17, the first operation unit 62 and the second operation unit 64 are not operated, so that the order of colors detected by the sensor 102 when operated is different. One color portion 106A and the colors of the plurality of second color portions 108A may be arranged. In this case, at least one of the plurality of first color portions 106A and the color of the plurality of second color portions 108A can be matched. The control device 56 grasps the order of the detected signals, that is, the order of the colors, thereby determining which one of the first operation unit 62 and the second operation unit 64 is operated, and the operated operation unit 62. , 64 can be determined.

  The first detection body 106 and the second detection body 108 having different colors by emitting light as shown in FIG. 18 in the first detection body 106 and the second detection body 108 of the detection device 100 of the second embodiment. The detector 108 can be changed. In this case, the 1st detection body 106 and the 2nd detection body 108 are comprised by LED, for example. Further, the light emitting unit 104 can be omitted.

  The first operation units 62, 142, and 156 of each embodiment are provided so as to be movable between the first detectors 90 and 106 and the sensor 88, and the second operation units 64, 144, and 158 are Two detectors 92 and 108 and the sensor 88 can be provided so as to be movable. In this case, for example, as shown in FIG. 19, the first detection body 90 and the second detection body 92 are fixed at a position less than a predetermined distance from the sensor 88. The base end portion 78A of the lever 78 is formed of a magnetic material. The edge of the base end portion 78 </ b> A can move between the first detection body 90 and the sensor 88. The base end portion 82A of the lever 82 is formed of a magnetic material. The edge of the base end portion 82 </ b> A can move between the second detection body 92 and the sensor 88. When the lever 78 and the lever 82 are at the reference position, the magnetic flux of the first detection body 90 and the second detection body 92 reaches the sensor 88.

  As shown in FIG. 20, when the first operation portion 62 is operated, when the base end portion 78 </ b> A reaches a position facing the first detection body 90, the magnetic flux of the first detection body 90 is It is blocked by the base end portion 78A and does not reach the sensor 88. For this reason, the detection signal of the 1st state in which the output voltage V of the sensor 88 fell is output.

  As shown in FIG. 21, when the second operation portion 64 is operated, when the base end portion 82 </ b> A reaches a position facing the second detection body 92, the magnetic flux of the second detection body 92 is It is blocked by the base end portion 82A and does not reach the sensor 88. For this reason, the detection signal in the second state in which the output voltage V of the sensor 88 is increased is output.

  -In the modification shown by FIGS. 19-21, a hole can also be provided in base end part 78A, 82A. In this case, when the holes of the base end portions 78A and 82A move to positions corresponding to the first detection body 90 and the second detection body 92, the magnetic fluxes of the first detection body 90 and the second detection body 92 are changed. The base end portions 78A and 82A, the first detection body 90, the second detection body 92, and the sensor 88 are arranged so as to reach the sensor 88. Thereby, when the hole of the base end portion 78A moves to a position corresponding to the first detection body 90, a detection signal in the first state is output, and the hole of the base end portion 82A corresponds to the second detection body 92. When moved to the position, a detection signal in the second state is output.

(Fifth embodiment)
FIG. 22 is a side view of a bicycle 201 to which the bicycle control device 1 according to the fifth embodiment is applied. As shown in FIG. 22, a bicycle 201 to which the bicycle control device 1 according to the fifth embodiment is applied includes a frame 202, a handlebar 204, a drive unit 205, a front wheel 206, and a rear wheel 207. Yes. In this embodiment, the bicycle 201 is a mountain bike having the front suspension 220 and the rear suspension 222 on the frame 202, but may be a bicycle without a suspension.

  The drive unit 205 includes a chain 210, a crank 212 on which a pedal 211 is mounted, an assist mechanism 215, and a detachable rechargeable battery B as a power source for the assist mechanism 215, which are supported by the frame 202. Has been. The crank 212 includes a crankshaft 212A and a pair of crank arms 212B. Each crank arm 212B is provided at both ends of the crankshaft 212A. The drive unit 205 further includes a front sprocket 234. The front sprocket 234 is connected directly or indirectly to the crank 212. The chain 210 is wound between the front sprocket 234 and the rear sprocket 236 attached to the rear wheel 207 to transmit the driving force. The rechargeable battery B is a storage battery using, for example, a nickel metal hydride battery and a lithium ion battery, and is detachably mounted on the frame 202.

  Each of the front sprocket 234 and the rear sprocket 236 has a plurality of sprockets. Drive unit 205 includes a front transmission mechanism 238 and a rear transmission mechanism 240. The front transmission mechanism 238 switches the chain 210 between the plurality of front sprockets 234. The rear transmission mechanism 240 switches the chain 210 between the plurality of rear sprockets 236. The front transmission mechanism 238 and the rear transmission mechanism 240 are controlled by transmission operation devices (not shown) provided on the handlebar 204, respectively. Note that the front sprocket 234 may be composed of a single piece, and in this case, the front transmission mechanism 238 is omitted.

  FIG. 23 is a block diagram for explaining the bicycle control device 1. As shown in FIG. 23, the bicycle control device 1 includes a first detection unit 2, a second detection unit 3, a control unit 4, a communication unit 5, and a third detection unit 6. An operation unit 218 and an assist mechanism 215 are connected to the bicycle control device 1. The first detection unit 2, the second detection unit 3, the communication unit 5, and the third detection unit 6 are electrically connected to the control unit 4.

  The operation unit 218 can be attached to the handle bar 204 (see FIG. 22). The operation unit 218 is provided on the bicycle 201 shown in FIG. 22 and is attached to the handle bar 204. The operation unit 218 shown in FIG. 23 is electrically connected to the control unit 4 of the bicycle control device 1 by wire or connected wirelessly. When the operation unit 218 is operated, an assist condition by the assist mechanism 215 is selected. The operation unit 218 includes an operation switch, for example. For example, by operating the operation unit 218, any one of the first assist condition, the second assist condition, and the third assist condition can be selected. By changing the plurality of assist conditions, the magnitude of the travel assisting force PX relative to the human driving force can be changed. Details of each assist condition will be described later.

  The assist mechanism 215 includes an assist motor 216 and a drive circuit 217. The assist motor 216 is controlled by the drive circuit 217. Further, the drive circuit 217 controls the assist motor 216 based on a command from the control unit 4. The assist motor 216 is connected to a power transmission path including a crankshaft 212A provided between the crank arm 212B and the front sprocket 234 shown in FIG. The assist mechanism 215 may include a speed reducer (not shown) and transmit the output of the assist motor 216 to the power transmission path via the speed reducer. As shown in FIG. 23, a drive unit 219 is configured including the control unit 4 and the assist mechanism 215 of the bicycle control device 1. The drive unit 219 is detachably provided on the frame 202 (see FIG. 22).

  The first detection unit 2 shown in FIG. 23 detects human power driving force. In detail, the 1st detection part 2 outputs the signal according to human power driving force. For example, the first detection unit 2 is a torque sensor and acts on a power transmission path including a crankshaft 212A of the crank 212 shown in FIG. 22 or a crankshaft 212A provided between the crank arm 212B and the front sprocket 234. A signal (for example, voltage) corresponding to the torque is output. The torque sensor may be, for example, a magnetostrictive sensor or a strain gauge. The first detection unit 2 illustrated in FIG. 23 sends information on the detected human power driving force to the control unit 4.

  The second detector 3 detects the rotation state of the crank 212. The rotation state of the crank 212 includes the rotation angle TA of the crank 212. Here, the rotation angle TA of the crank 212 means a rotation angle TA based on the position of the crank 212 at the time when the driving assistance is started by the assist motor 216 (see FIG. 23). The rotation angle TA can be rephrased as the total rotation amount of the crank 212 from the time when the travel assistance is started. The second detection unit 3 may detect the rotation angle of the crankshaft 212A or the rotation angle of the crank arm 212B as the rotation angle TA of the crank 212. The second detection unit 3 illustrated in FIG. 23 sends information related to the detected rotation angle TA to the control unit 4.

  Further, the rotation state of the crank 212 includes the rotation speed KA of the crank 212. The second detector 3 shown in FIG. 23 functions as a cadence sensor, and detects the cadence of the crank 212 (see FIG. 22) as the rotational speed KA. The 2nd detection part 3 may detect the rotation period of the crank 212 (refer FIG. 22) as a rotation state. The second detection unit 3 sends information related to the detected cadence to the control unit 4.

  For example, the second detection unit 3 includes a rotary encoder, and detects a change in magnetic flux density of a multipolar magnet attached to the crankshaft 212A (see FIG. 22) by a Hall element, thereby detecting the crankshaft 212A (see FIG. 22). The rotation angle TA is detected. The second detector 3 may detect the rotational speed KA of the crankshaft 212A (see FIG. 23) from the rotation angle TA of the crankshaft 212A (see FIG. 22) and time. The second detector 3 includes a magnet provided on the crankshaft 212A (see FIG. 22) or the crank arm 212B (see FIG. 22) and a reed switch that detects the magnet, and the crankshaft 212A (see FIG. 22). ) May be detected. The second detection unit 3 may be an optical encoder instead of a magnetic encoder, or a rotation angle sensor other than the rotary encoder.

  The third detection unit 6 detects the traveling speed of the bicycle 201. The third detector 6 includes a reed switch that detects a magnet provided on the rear wheel 207 (see FIG. 22), for example. The control unit 4 calculates the traveling speed ZA of the bicycle 201 based on the detection value of the third detection unit 6 and the tire diameter.

  The control unit 4 causes the assist motor 216 to perform travel assistance when a predetermined condition is satisfied. For example, when the control unit 4 determines that the human power driving force (torque) detected by the first detection unit 2 is greater than or equal to a preset human power driving force reference value, the control unit 4 provides driving assistance to the assist motor 216. Let it run. The control unit 4 reduces or stops the output of the assist motor 216 when the traveling speed ZA detected by the third detection unit 6 becomes equal to or higher than a predetermined speed. The predetermined speed corresponds to, for example, 25 km / h.

  The control unit 4 includes the human driving force detected by the first detection unit 2, the rotation angle TA that is the detection result detected by the second detection unit 3, and the travel that is the detection result detected by the third detection unit 6. In accordance with the speed ZA, the driving assist force PX to be output to the assist motor 216 is controlled. Specifically, the control unit 4 causes the assist motor 216 to output a travel assist force PX that is equal to or less than the basic travel assist force set according to the human power driving force. The control unit 4 is constituted by, for example, a microcomputer, and includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an I / O interface, and the like.

The basic travel assist force PA set according to the human driving force will be described.
For example, when the first assist condition is selected by the operation unit 218, the control unit 4 sets the travel assist force PX that is X times the human power driving force as the basic travel assist force PA. Under the first assist condition, the control unit 4 controls the assist mechanism 215 such that a torque X times the torque acting on the power transmission path by human power driving force is applied from the assist mechanism 215 to the power transmission path.

  Further, for example, when the second assist condition is selected by the operation unit 218, the control unit 4 sets the travel assist force PX Y times the human power driving force as the basic travel assist force PA. Under the second assist condition, the control unit 4 controls the assist mechanism 215 so that torque Y times the torque acting on the power transmission path by the human driving force is applied from the assist mechanism 215 to the power transmission path.

  For example, when the third assist condition is selected by the operation unit 218, the control unit 4 sets the travel assist force PX that is Z times the human power driving force as the basic travel assist force PA. Under the third assist condition, the control unit 4 controls the assist mechanism 215 such that a torque Z times the torque acting on the power transmission path by human power driving force is applied from the assist mechanism 215 to the power transmission path. X, Y, and Z are selected as numbers that satisfy X> Y> Z. For example, X = 2, Y = 1.5, and Z = 1 are selected. Note that the operation unit 218 can also select an off mode in which the assist mechanism 215 does not assist.

  Next, a method in which the control unit 4 sets the travel assist force PX equal to or less than the basic travel assist force PA described above will be described. When the crank 212 of the bicycle rotates from the stopped state, the control unit 4 corrects the basic travel assist force PA described above according to the rotation angle TA detected by the second detection unit 3. A travel assist force PX that is output to the assist motor 216 is obtained by correcting the basic travel assist force PA. The control unit 4 controls the drive circuit 217 to output the travel assist force PX to the assist motor 216.

  When the crank 212 rotates from the stopped state, the control unit 4 corrects the basic travel assist force PA so that the travel assist force PX approaches the basic travel assist force PA as the rotation angle TA increases. More specifically, when the crank 212 rotates from the stopped state, the control unit 4 corrects the basic travel assist force PA based on correction information corresponding to the rotation angle TA. This correction information is represented by a correction coefficient that increases as the rotation angle TA increases. The control unit 4 calculates the travel assist force PX by multiplying the basic travel assist force PA by this correction coefficient.

  For example, the control unit 4 stores a correction information map as shown in FIG. 24, and sets a correction coefficient based on the correction information map. The correction information map includes information in which the rotation angle TA is associated with the correction coefficient, and the correction coefficient increases as the rotation angle TA increases. Although not particularly limited, the correction coefficient is 0 or more and 1 or less.

  The control unit 4 sets the correction coefficient to 1 when the rotation angle TA detected by the second detection unit 3 is equal to or greater than a predetermined threshold TAX. The control unit 4 corrects the travel assist force PX when the human driving force described later decreases after performing the travel assist force PX correction process (hereinafter referred to as the first correction process) based on the rotation angle TA of the crank 212. Processing (hereinafter referred to as second correction processing) is performed. The threshold TAX is preferably set to, for example, 0 ° to 1000 °, more preferably 20 ° to 800 °. The control unit 4 may calculate a correction coefficient corresponding to the rotation angle TA by using a preset calculation formula instead of using such a correction information map. The smaller the threshold value TAX, the faster the response speed of the assist motor 216 when the bicycle 201 is started from a state where the crank 212 is stopped. That is, the time until the output of the assist motor 216 reaches the basic travel assist force PA is shortened. When the threshold value TAX is reduced, the output of the assist motor 216 with respect to the human driving force is increased at an early stage, so that traction controllability can be improved. When the threshold value TAX is increased, the assist motor 216 with respect to the human driving force is increased. Since the time until the output increases is prolonged, a sudden start at the start of pedaling can be suppressed.

  In the correction information map, the rotation angle TA and the correction coefficient may have a linear function as shown by a line L1 in FIG. 24, or an n-order function as shown by lines L2 and L3 in FIG. It may be a curve like this. In the correction information map, as indicated by a line L4 in FIG. 24, when the rotation angle TA is 0 degree, the correction coefficient is not 0 but may be a predetermined numerical value. The correction information map may be such that the correction coefficient changes continuously according to the rotation angle TA as indicated by lines L1 to L4 in FIG. 24, or according to the rotation angle TA as indicated by line L5 in FIG. The correction coefficient may change stepwise in a discontinuous manner. Such a correction map is determined by experiment. The control unit 4 includes a plurality of correction information maps, and is configured so that a plurality of correction information maps can be set by the operation unit 218. The control unit 4 may calculate the travel assisting force PX not by the correction control map but by a preset calculation formula.

  As the second correction process, the control unit 4 controls the travel assisting force PX so that when the human driving force decreases, the decrease in the traveling assisting force PX is delayed with respect to the decrease in the human driving force. Specifically, while the first correction process and the second correction process are not performed, the control unit 4 basically uses the basic travel assist force PA set according to the human power driving force as the travel assist force PX. The assist motor 216 outputs the signal. Then, the control unit 4 corrects the basic travel assist force PA when the human driving force decreases, and causes the assist motor 216 to output the corrected basic travel assist force PA as the travel assist force PX. The corrected basic travel assist force PA is greater than or equal to the basic travel assist force PA before correction. With this correction process, the control unit 4 delays the decrease in the travel assist force PX with respect to the decrease in the manpower driving force. Here, the basic travel assist force PA set according to the human power driving force and the time change of the basic travel assist force PA will be described.

  FIG. 25 is a graph showing changes over time in the basic travel assist force PA. The manual driving force is minimum when the pedal 211 is located at the top dead center or the bottom dead center, and is maximized when the pedal 211 is located at a position rotated 90 degrees from the top dead center or the bottom dead center. Since the basic travel assist force PA is set to a predetermined multiple of the human driving force, the time change of the basic travel assist force PA has a waveform as shown in FIG. When the control unit 4 does not perform the first correction process and the second correction process, the assist motor 216 outputs the basic travel assist force PA.

  The control unit 4 outputs the basic travel assist force PA described above to the assist motor 216 as the travel assist force PX. On the other hand, when the human driving force decreases, the control unit 4 corrects the basic travel assist force PA. The travel assist force PA is output to the assist motor 216 as the travel assist force PX.

  Specifically, the control unit 4 converts the signal output from the first detection unit 2 into a discrete signal. That is, the control unit 4 acquires information on the human power driving force detected by the first detection unit 2 at predetermined time intervals. When the control unit 4 determines that the human driving force detected by the first detection unit 2 is smaller than the human action force detected at the previous time based on the discrete signal, the human driving force decreases. Judge that

  FIG. 26 is a graph showing the time change of the travel assisting force PX. In FIG. 26, the waveform indicated by the solid line indicates the time change of the travel assist force PX, and the waveform indicated by the broken line indicates the time change of the basic travel assist force PA. As shown in FIG. 26, the control unit 4 determines that the human power driving force has decreased at time t2 next to time t1. The time t1 is a time at which the basic travel assist force PA has a maximum value.

  When the control unit 4 determines that the human driving force has decreased, the control unit 4 delays the decrease in the travel assisting force relative to the decrease in the human driving force. Specifically, the control unit 4 corrects the basic travel assist force PA using a primary low-pass filter to obtain the travel assist force PX. As described above, when the control unit 4 corrects the basic travel assist force PA using the primary low-pass filter, the decrease in the travel assist force PX is delayed with respect to the decrease in the human driving force.

  In addition, the control unit 4 starts the correction process for the basic travel assist force PA, and then corrects the basic travel assist force PA while the corrected travel assist force PX is larger than the uncorrected basic travel assist force PA. Continue. That is, during the period from time t2 to time t3 in FIG. 26, the control unit 4 continues the process for correcting the basic travel assist force PA. And the control part 4 will stop a 2nd correction | amendment process, if the basic travel assistance power PA before correction | amendment becomes more than the travel assistance power PX after correction | amendment in the time t3.

  Further, the control unit 4 controls the delay in the decrease in the travel assist force PX described above according to the rotation state of the crank 212. Specifically, with respect to the time constant of the first-order low-pass filter used for the correction process, the control unit 4 sets a time constant corresponding to the rotation state of the crank 212. The smaller the time constant, the faster the response speed of the assist motor 216 when the human driving force decreases. The larger the time constant, the slower the response speed of the assist motor 216 when the human driving force decreases.

  Specifically, the control unit 4 sets a larger time constant as the rotational speed KA of the crank 212 is higher or as the rotational period of the crank 212 is shorter in a first control state described later. As a result, the smaller the rotation speed KA or the longer the rotation cycle, the smaller the delay in the decrease in the travel assist force PX. The greater the rotation speed KA or the shorter the rotation cycle, the greater the travel assist force PX described above. Decrease in delay increases. In the first control state, the duration of the assist force is shortened as the rotational speed KA is reduced, and the assist force can be generated in synchronization with the human driving force. Thereby, the traction controllability at the time of traveling at the low rotational speed KA is improved.

  Further, the control unit 4 sets a smaller time constant as the rotational speed KA of the crank 212 is higher or as the rotational period of the crank 212 is shorter in a second control state described later. As a result, the higher the rotation speed KA or the shorter the rotation cycle, the smaller the delay in the decrease in the travel assist force PX. In the second control state, the rotational speed KA increases, that is, the time constant decreases as the vehicle travels at a higher speed. Therefore, the duration of the assist force, that is, the time for driving the assist motor 216 is shortened, making it difficult to consume power. Become. For this reason, the cruising distance in a high speed region can be increased. In the second control state, the rotation speed KA decreases, that is, the time constant increases as the vehicle runs at a low speed. Therefore, the duration of the assist force is increased, and the decrease in the vehicle speed can be suppressed.

  For example, the control unit 4 stores a time constant map as shown in FIGS. 27 and 28, and sets the time constant based on this time constant map. The time constant map shown in FIG. 27 is used in the first control state. The time constant map shown in FIG. 27 includes information in which the time constant is associated with the rotation speed KA, and the time constant decreases as the rotation speed KA increases. Further, when the rotational speed KA is equal to or higher than the predetermined value KAX, the time constant is associated with the minimum. That is, when the rotational speed KA is equal to or higher than the predetermined value KAX, the control unit 4 does not correct the travel assist force PX by the second correction process. Note that the value of one control cycle of the control unit 4 can be adopted as the minimum time constant.

  The time constant map shown in FIG. 28 is used in the second control state. The time constant map shown in FIG. 28 includes information in which the time constant is associated with the rotational speed KA, and the time constant increases as the rotational speed KA increases. Further, when the rotational speed KA is equal to or higher than the predetermined value KAY, the time constant is associated with the maximum constant value. Instead of using such a time constant map, the control unit 4 may calculate a time constant according to the rotational speed KA using a preset calculation formula. The predetermined value KAY can be made to coincide with the predetermined value KAX. Also, the predetermined value KAY and the predetermined value KAX can be made different.

  In the time constant map, the relationship between the time constant and the rotational speed KA may be a linear function as shown by a line L11 in FIG. 27 and a line L21 in FIG. 28, or the line in FIG. As indicated by L12 and L13 and lines L22 and L23 in FIG. 28, the relationship may be an n-order function. Further, as indicated by a line L14 in FIG. 27, the time constant may be a numerical value larger than the minimum when the rotational speed KA is zero. As indicated by a line L24 in FIG. 28, the time constant may be a value larger than the minimum when the rotational speed KA is a predetermined value KAY. The time constant map may be configured such that the time constant changes continuously according to the change in the rotational speed KA as shown by lines L11 to L14 in FIG. 27 and lines L21 to L24 in FIG. 27, as indicated by L15 in FIG. 27 and as indicated by L25 in FIG. 28, the time constant may change discontinuously in a stepped manner in accordance with the change in the rotational speed KA. Such a time constant map is determined by experiment. The control unit 4 may include a plurality of time constant maps, and the operation unit 218 or the external device 7 may select and set the plurality of time constant maps.

  The control unit 4 shown in FIG. 23 can selectively set a first control state and a second control state in which output characteristics of the assist motor 216 with respect to the human driving force are different from each other in addition to the assist conditions. The first control state is, for example, an offload mode. The second control state is, for example, an on-road mode. The off-road mode is a mode suitable for traveling on a road surface with a large time change of traveling load such as a rocky place and a dirt. The on-road mode is a mode suitable for traveling on a road surface with a small temporal change in traveling load such as a paved road. The time change of the traveling load is the time change of the tangential force between the wheel and the road surface. In the first control state and the second control state, the maximum value of the output of the assist motor 216 with respect to the human driving force is equal.

  The first control state and the second control state can be selectively set by the operation unit 218. The operation unit 218 includes a first operation switch corresponding to the first control state and a second operation switch corresponding to the second control state. By operating the first operation switch, the control unit 4 enters the first control state, and by operating the second operation switch, the control unit 4 enters the second control state. The operation unit 218 may be configured to include one operation switch that alternately switches between the first control state and the second control state by operation.

  The bicycle control device 1 can also include a communication unit 5. In this case, the first control state and the second control state may be set via the communication unit 5. The communication unit 5 is configured to be able to communicate with the external device 7. The external device 7 is, for example, a personal computer or a smartphone. The communication unit 5 has a wired or wireless interface, and communicates with the external device 7 by wired or wireless. When the communication unit 5 is connected to an external device by wire, the connection port may be provided in the housing of the drive unit 219 or the operation unit 218.

  The control unit 4 changes the manpower driving force in the first control state at least one of when the bicycle crank 212 rotates from the stopped state and when the rotational speed KA of the crank 212 is equal to or lower than a predetermined first speed. The output of the assist motor 216 (running assisting force PX) is controlled so that the response speed of the assist motor 216 with respect to the motor becomes faster than the response speed of the assist motor 216 with respect to the change in human power driving force in the second control state. The control unit 4 causes the assist motor 216 to output in the first control state at least one of when the bicycle crank 212 rotates from the stopped state and when the rotation speed KA of the crank 212 is equal to or lower than the predetermined first speed. The assisting force PX is different from the traveling assisting force PX that is output to the assist motor 216 in the second control state. In other words, the control unit 4 determines that the assist motor 216 in the first control state is at least one of when the crank 212 of the bicycle rotates from the stopped state and when the rotational speed KA of the crank 212 is equal to or lower than the predetermined first speed. And the output state of the assist motor 216 in the first control state in the second control state are different. The output state is different when the driving assist force PX output when the same human power driving force is detected is different between the first control state and the second control state. It may be included, and the case where the same traveling assist force PX is output for a part of the human power driving force may be included.

More specifically, the control unit 4 controls the output of the assist motor 216 according to the first control state and the second control state as in the following (a) to (c).
(A) When the bicycle crank 212 rotates from the stop state, the control unit 4 determines that the response speed of the assist motor 216 when the human driving force in the first control state increases is the human driving force in the second control state. The output of the assist motor 216 is controlled so as to be faster than the response speed of the assist motor 216 when increasing.

  (B) When the rotational speed KA of the crank 212 is equal to or lower than the predetermined first speed, the control unit 4 determines that the response speed of the assist motor 216 when the human driving force decreases in the first control state is the second control state. The output of the assist motor 216 is controlled so as to be lower than the response speed of the assist motor 216 when the manpower driving force at the time decreases.

  (C) The control unit 4 assists when the manpower driving force in the first control state decreases when the rotational speed KA of the crank 212 exceeds a predetermined second speed that is equal to or higher than the predetermined first speed. The output of the assist motor 216 is controlled so that the response speed of the motor 216 is slower than the response speed of the assist motor 216 in which the human driving force decreases in the second control state.

  In order to control the output of the assist motor 216 as in (a) above, the control unit 4 switches the correction information map or calculation formula used for the first correction process between the first control state and the second control state. . The control unit 4 uses, for example, a correction information map as shown in FIG. 29 in the first correction process. In FIG. 29, a dotted line L311 indicates a correction information map used in the first correction process in the first control state. In FIG. 29, a solid line L321 indicates a correction information map used in the first correction process in the second control state. In the first control state, the correction coefficient is set to 1 when the rotation angle TA reaches the first rotation angle TAX1 that is the threshold value TAX. The first rotation angle TAX1 is, for example, 30 degrees. In the second control state, the correction coefficient is set to 1 when the rotation angle TA reaches the second rotation angle TAX2 that is the threshold value TAX. The second rotation angle TAX2 is, for example, 60 degrees or 720 degrees. The first rotation angle TAX1 is smaller than the second rotation angle TAX2.

  The control unit 4 may switch the correction information map or the calculation formula used in the first correction process according to the traveling speed ZA of the bicycle 201. In this case, when the traveling speed ZA is equal to or higher than the predetermined speed, the control unit 4 makes the response speed of the assist motor 216 higher when the human driving force is increased than when the traveling speed ZA is equal to or lower than the predetermined speed. In addition, the output of the assist motor 216 is controlled.

  For example, in the first correction process in the first control state, if the traveling speed ZA is equal to or lower than the predetermined speed ZX, the control unit 4 uses the correction information map as shown by the dotted line L311 in FIG. If ZA is equal to or lower than the predetermined speed ZX, the control unit 4 uses a correction information map as indicated by a dotted line L312 in FIG. In the correction information map of FIG. 29, when the traveling speed ZA is equal to or lower than the predetermined speed ZX, the correction coefficient is set to 1 when the crank 212 rotates, for example, 30 degrees from the stopped state. The correction information map indicated by the dotted line L311 and the correction information map indicated by the dotted line L312 have the same first rotation angle TAX1 at which the correction coefficient is 1, but with respect to the rotation angle TA until the correction coefficient becomes 1. The correction information map indicated by the dotted line L312 has a correction coefficient larger than that of the correction information map indicated by the dotted line L311.

  For example, in the first correction process in the second control state, if the traveling speed ZA is equal to or lower than the predetermined speed ZX, the control unit 4 uses the correction information map as indicated by the solid line L321 in FIG. If ZA is equal to or lower than the predetermined speed ZX, the control unit 4 uses a correction information map as indicated by a solid line L322 in FIG. In the correction information map of FIG. 29, when the traveling speed ZA is equal to or lower than the predetermined speed ZX, the correction coefficient is set to 1 when the crank rotates, for example, 60 degrees from the stopped state.

  The predetermined speed ZX is selected, for example, as 3 km / h. When the traveling speed ZA is equal to or lower than the predetermined speed ZX, when the crank 212 rotates from the stopped state, it is assumed that the bicycle 201 starts to move from the stopped state or the substantially stopped state. When the bicycle 201 exceeds the predetermined speed ZX, when the crank 212 rotates from the stopped state, it is assumed that the bicycle 201 is in the coasting state. When the control unit 4 changes the correction information map, the output of the assist motor 216 can be raised in accordance with the traveling state of the bicycle 201.

  When the bicycle crank 212 is rotated from the stopped state, the same human driving force is applied to the crank, and the crank is rotated at the same speed, so that the first control state is more in the second control state. However, the output of the assist motor 216 increases quickly. That is, the response speed of the assist motor is increased.

  In order to control the output of the assist motor 216 as in the above (b) and (c), the control unit 4 uses the correction information map or the correction information map used for the second correction process in the first control state and the second control state. Switch calculation formula. The control unit 4 uses, for example, a correction information map as shown in FIG. 30 in the second correction process. In FIG. 30, a dotted line L41 indicates a correction information map used in the second correction process in the first control state. In FIG. 30, a solid line L42 indicates a correction information map used in the second correction process in the second control state. In the example shown in FIG. 30, the time constant is the same when the rotation speed KA is within a predetermined range (KAA to KAB) in either the first control state or the second control state. The range of the predetermined rotation speed KA is, for example, 50 rpm to 60 rpm. In the example shown in FIG. 30, the rotational speed KAA is a predetermined first speed, and the rotational speed KAB is a predetermined second speed.

Next, the operation of the above-described bicycle control apparatus 1 will be described with reference to FIG. FIG. 31 is a flowchart for explaining an operation process of the bicycle control device 1.
When the bicycle control device 1 is turned on, the process proceeds to step S1 in FIG. 31, and the control unit 4 acquires information on the human power driving force detected by the first detection unit 2. Specifically, the control unit 4 acquires information regarding the torque detected by the first detection unit 2.

  Next, the process proceeds to step S <b> 2, and the control unit 4 determines whether or not the human driving force is equal to or higher than the human driving force reference value. Specifically, the control unit 4 determines whether or not the torque is greater than or equal to the torque reference value based on the acquired information on the torque. Although not particularly limited, the torque reference value can be, for example, about 7 N · m to 10 N · m. When the control unit 4 determines that the human driving force is less than the human driving force reference value, the control unit 4 proceeds to the process of step S1.

  When the control unit 4 determines in step S2 that the human driving force is equal to or higher than the human driving force reference value, the control unit 4 proceeds to step S3. In step S3, the control unit 4 sets the basic travel assist force PA. Specifically, the control unit 4 sets the basic travel assist force PA corresponding to the human driving force.

  Next, in step S4, a first correction process is performed. The control unit 4 corrects the basic travel assist force PA using a correction coefficient corresponding to the set or selected control state according to the angle (rotation angle TA) from the stop state of the crank 212. When the angle from the stop state of the crank 212 becomes equal to or greater than the threshold value TAX, the control unit 4 does not correct the basic travel assist force PA.

  Next, the process proceeds to step S5, where the control unit 4 determines whether or not the human driving force is decreasing. If the control unit 4 determines in step S5 that the human driving force is decreasing, the process proceeds to step S6.

  In step S6, the control unit 4 performs a second correction process. The control unit 4 uses the time constant corresponding to the control state in which the basic travel assist force PA (travel assist force PX) corrected in step S4 or the uncorrected basic travel assist force PA is set or selected. Then, the process proceeds to step S7. If the control unit 4 determines in step S5 that the human driving force has not decreased, the process proceeds to step S7.

  In step S7, the control unit 4 performs the basic travel assist force PA (travel assist force PX) corrected in steps S4 and S6, the basic travel assist force PA (travel assist force PX) corrected in step S4, or the correction. The assist motor 216 is controlled based on the basic travel assist force PA that is not performed. When step S7 ends, the process proceeds to step S1, and the process of the flowchart is continued until the power supply of the control unit 4 is interrupted.

The bicycle control device 1 has the following effects.
(1) The travel condition of the bicycle 201, for example, when the bicycle 201 travels on road is different from the demand for the assist motor 216. For this reason, control of the assist motor 216 according to the traveling state of the bicycle 201 is required.

  The controller 4 can control the assist motor 216 by selectively setting the first control state and the second control state. For this reason, the assist motor 216 can be controlled in accordance with the traveling state of the bicycle 201.

  (2) When the rotational speed KA is equal to or lower than the predetermined first speed, the control unit 4 determines that the response speed of the assist motor 216 with respect to the change in the human driving force in the first control state is the change in the human driving force in the second control state. The output of the assist motor 216 is controlled so as to be faster than the response speed of the assist motor 216.

  For this reason, in the first control state, the assist motor 216 can be driven with good followability with respect to the human driving force. For this reason, for example, when the human driving force increases when attempting to get over an obstacle during off-road, the output of the assist motor 216 immediately increases, and when the human driving force decreases, the output of the assist motor 216 decreases immediately. Become. For this reason, traction controllability is improved. Further, when the human driving force is small, the output and output time of the assist motor 216 can be shortened, so that power consumption can be reduced. On the other hand, in the second control state, the torque fluctuation by the assist motor 216 is reduced. For this reason, it becomes difficult for the driver to feel a sense of discomfort due to the fluctuation of the assist force on a flat on-road.

  (3) When the crank 212 is rotated from the stopped state, that is, in the region where the rotation angle TA is small, the control unit 4 outputs the assist motor 216 in response to the change in the human driving force in the first control state in the second control state. The output of the assist motor 216 is controlled so as to be faster than the response speed of the assist motor 216 with respect to the change in the change in human power driving force. That is, the period during which the basic travel assist force PA is corrected to the travel assist force PX smaller than the basic travel assist force PA is shorter in the first control state than in the second control state.

  For this reason, in the first control state, the travel assisting force PX with respect to the human driving force quickly rises to the basic travel assisting force PA. Therefore, for example, when the bicycle 201 is traveling off-road, the traction control performance is improved. improves. On the other hand, in the second control state, the travel assisting force PX against the human driving force gradually increases to the basic travel assisting force PA as compared with the first control state, so that the travel speed ZA suddenly increases when the bicycle 201 starts traveling. It is reduced that the driver feels uncomfortable due to a rise or the like.

  (4) For example, in order to travel off-road while maintaining a certain speed, a large amount of power (energy) is required. If the upper limit torque setting value is simply increased in order to obtain a large power, the motor unit and mechanism unit of the drive unit 219 may be increased in size and weight. Further, when the assist ratio, which is the ratio of the assist motor output to the human driving force, is increased, more power is consumed. When the rotational speed KA exceeds the predetermined second speed, the control unit 4 determines that the response speed of the assist motor when the human driving force in the first control state decreases and the human driving force in the second control state decreases. The output of the assist motor is controlled so as to be slower than the response speed of the assist motor. As a result, even if the human driving force is reduced, the reduction of the assist force is suppressed, so that the size and weight of the driving unit 219 can be kept unchanged, and the power can be increased by effectively using the electric power.

(Modification of the fifth embodiment)
The specific form that the bicycle control device can take is not limited to the form exemplified in the fifth embodiment. The bicycle control device can take various forms different from the fifth embodiment. The modification of 5th Embodiment shown below is an example of the various forms which the control apparatus for bicycles etc. can take.

The control unit 4 performs the second correction process after the first correction process, but the control unit 4 may perform the first correction process after performing the second correction process.
In the fifth embodiment, the control unit 4 may correct the human driving force detected by the first detection unit 2 instead of correcting the basic travel assist force PA. That is, the control unit 4 does not directly correct the basic travel assist force PA, but indirectly corrects the basic travel assist force PA by correcting the human driving force detected by the second detection unit 3. Also good.

  -Although the 1st detection part 2 has detected the torque which acts on 212 A of crankshafts as a manual driving force, it is not limited to this in particular. For example, the first detection unit 2 may detect a tension acting on the chain 210 as a human power driving force, or detect a force acting on the axle of the rear wheel 207 or a driving force acting on the frame 202 by human power. May be.

  -Although the structure which makes auxiliary drive force act on the power transmission path with the assist mechanism 215 is employ | adopted, it is not limited to this in particular. For example, an auxiliary driving force may be applied to the chain 210 by the assist mechanism 215. Further, for example, the bicycle control apparatus can be applied to an electrically assisted bicycle including a front hub motor, that is, an electrically assisted bicycle including an assist mechanism on the front wheel 206. In addition, the bicycle control apparatus can be applied to an electrically assisted bicycle having a rear hub motor, that is, an electrically assisted bicycle having an assist mechanism on the rear wheel 207.

The control unit 4 can also perform the first correction process using the travel distance or travel time from when the crank 212 of the bicycle 201 starts to rotate instead of the rotational speed KA.
In the map shown in FIG. 30, when the rotational speed KA is higher than the rotational speed KAB, the line L42 can be maintained at a constant value, for example, the time constant at the rotational speed KAB. In this case, in the second control state, torque fluctuation is suppressed even in the high speed range. For this reason, even in a high speed range, it is difficult for the driver to feel uncomfortable due to torque fluctuation. In addition, the traveling speed ZA can be easily kept constant even in the high speed range.

  -Although the control part 4 is performing all the control of (a), (b), and (c), as a structure which performs at least any one control of (a), (b), and (c) Also good. Moreover, it is good also as a structure which selects the control performed by the control part 4 among (a), (b), and (c) by at least any one of the operation part 218 or the external device 7.

  The response speed of the assist motor 216 may be adjustable by the operation unit 218 or the external device 7. In this case, the correction coefficient and the time constant can be selected or set by the operation unit 218 or the external device 7. As a result, the assist motor 216 can be controlled according to the user's preference.

  The control unit 4 is set so that the assist condition can be changed through the operation of the operation unit 218, but the assist condition may not be changed. In this case, a travel assist force PX that is a predetermined multiple of the human power driving force can be set as the basic travel assist force PA.

  The control unit 4 sets an auxiliary coefficient in accordance with the rotation angle TA of the crank 212 when the crank 212 rotates from the stop position, but the control unit 4 does when the crank 212 rotates from the stop position. In addition, regardless of the rotation of the crank 212, the increase in the travel assisting force PX may be delayed with respect to the increase in the manpower driving force. In this case, the control unit 4 corrects the basic travel assist force PA using a primary low-pass filter. By delaying the increase in the travel assisting force PX relative to the increase in the manpower driving force, the response speed of the assist motor 216 with respect to the change in the manpower driving force can be changed.

  -The control part 4 is good also as a structure which does not correct | amend basic driving | operation assistance force PA, when the crank 212 rotates from a stop position in a 1st control state. Further, the control unit 4 may be configured not to correct the basic travel assist force PA when the speed is equal to or lower than the first travel speed in the first control state. In this case, the assist motor 216 can be made to respond more directly to the human driving force.

Additional notes based on the matters described in the fifth embodiment and the modifications will be described below.
(Appendix 1)
A bicycle control device including a control unit that controls an output of an assist motor in accordance with a human driving force, wherein the control unit is different from a first control state in which output states of the assist motor with respect to the human driving force are different from each other. The second control state can be selectively set, and the control unit is configured to at least one of when the crank of the bicycle rotates from a stopped state and when the rotational speed of the crank is equal to or lower than a predetermined first speed. The assist motor response speed to the change in the human power driving force in the first control state is faster than the assist motor response speed to the human power driving force change in the second control state. Bicycle control device that controls motor output.

(Appendix 2)
The control unit is configured such that when the bicycle crank rotates from a stopped state, the response speed of the assist motor when the human driving force increases in the first control state is equal to the human driving force in the second control state. The bicycle control device according to appendix 1, which controls an output of the assist motor so as to be faster than a response speed of the assist motor when increasing.

(Appendix 3)
When the rotational speed of the crank is equal to or lower than a predetermined first speed, the control unit is configured so that a response speed of the assist motor when the human driving force in the first control state is reduced is in the second control state. The bicycle control apparatus according to appendix 1 or appendix 2, wherein the output of the assist motor is controlled so as to be faster than a response speed of the assist motor when the human driving force decreases.

(Appendix 4)
The control unit includes the assist motor when the manual driving force decreases in the first control state when a rotational speed of the crank exceeds a predetermined second speed that is equal to or higher than a predetermined first speed. The bicycle control apparatus according to appendix 1 or appendix 2 for controlling the output of the assist motor so that the response speed of the assist motor is slower than the response speed of the assist motor when the human power driving force in the second control state decreases. .

(Appendix 5)
The bicycle according to any one of appendices 1 to 4, further including an operation unit attachable to the bicycle, wherein the control unit selectively sets the first control state and the second control state by the operation unit. Control device.

(Appendix 6)
Further including a communication unit capable of communicating with an external device, wherein the control unit selectively sets the first control state and the second control state by the external device. Bicycle control device.

(Appendix 7)
The control device for a turn according to appendix 6, wherein the control unit can adjust the response speed by the operation unit.

(Appendix 8)
The control device for a turn according to appendix 6, wherein the control unit can adjust the response speed by the external device.

(Appendix 9)
A bicycle control apparatus including a control unit that controls an output of an assist motor in accordance with a human power driving force, wherein the control unit has a maximum value of the output of the assist motor with respect to the human power driving force, and the human power driving. A first control state and a second control state in which the output state of the assist motor with respect to force is different from each other can be selectively set, and the control unit is configured to rotate the bicycle crank from a stopped state, and At least one of the rotation speed of the crank is equal to or lower than a predetermined first speed, the output of the assist motor with respect to the human power driving force in the first control state, and the assist motor with respect to the human power driving force in the second control state A bicycle control device for controlling the output of the assist motor so that the output of the assist motor is different from the output of

(Appendix 10)
The control unit reduces the output of the assist motor until the rotation angle of the crank reaches a first predetermined value when the crank rotates from a stopped state in the first control state, and the second control state 10. The bicycle according to appendix 9, wherein when the crank rotates from a stopped state, the output of the assist motor is reduced until a rotation angle of the crank reaches a second predetermined value larger than the first predetermined value. Control device.

(Appendix 11)
A bicycle control device for controlling a bicycle having an assist motor, wherein the rotation angle of the crank with respect to the position of the crank of the bicycle at the time when the driving assistance is started by the assist motor, and the driving assistance is started. A control unit that controls a travel assist force to be output to the assist motor in accordance with at least one of a travel distance from a point in time and a travel time from the time when the travel assist is started, The first control state and the second control state, in which the output of the assist motor with respect to the human driving force is different from each other, can be selectively set, and the control unit is configured to rotate the crank from a stopped state. The driving assist force output to the assist motor in the first control state, and the assist motor in the second control state Bicycle control device to vary the drive assistance force to be output.

(Appendix 12)
A bicycle control device for controlling a bicycle having an assist motor, comprising: a control unit that controls a driving assist force to be output to the assist motor according to a human driving force, wherein the control unit has the human driving force. When it decreases, the travel assist force is controlled so that the decrease in the travel assist force is delayed with respect to the decrease in the manpower driving force, and the delay in the decrease in the travel assist force is controlled according to the rotation state of the crank, The control unit can selectively set a first control state and a second control state in which outputs of the assist motor with respect to the human driving force are different from each other. The bicycle control device that makes the delay in the decrease in the travel assisting force different from the delay in the decrease in the travel assisting force in the second control state.

10 Bicycle 26 Transmission (Bicycle component)
DESCRIPTION OF SYMBOLS 40 Motor 50 Bicycle control system 52 Operation apparatus 54 Detection apparatus 56 Control apparatus 62 1st operation part 64 2nd operation part 88 Sensor 94 Hall element 90 1st detection body 92 2nd detection body 100 Detection apparatus 102 Sensor 102A Light-Receiving Element 104 Light-Emitting Unit 106 First Detector 106A First Color Part 108 Second Detector 108A Second Color Part 112 Guide Part 112A Window 120 Front Suspension 122 Rear Suspension 124 Seat Post 140 Operating Device 146 Detector 142 first operation unit 144 second operation unit 154 operation device 160 detection device 156 first operation unit 158 second operation unit C cable CA inner cable

Claims (20)

A sensor that includes a single element and detects movement of the first operation unit and the second operation unit that can operate independently ;
The sensor, the first detection signal of the first state output in response to movement of the operating unit, and detection of different second state from the first state in response to movement of the second operating unit Bicycle detector that outputs signals.   The sensor outputs a detection signal of the first state according to a positional relationship with a first detection body provided in the first operation section, and a second detection body provided in the second operation section. The bicycle detection device according to claim 1, wherein the detection signal of the second state is output in accordance with a positional relationship between the detection signal and the second state.   The level of the detection signal in the first state changes continuously or stepwise according to the distance between the sensor and the first detection body, and according to the distance between the sensor and the second detection body. The bicycle detection apparatus according to claim 2, wherein the level of the detection signal of the second state changes continuously or stepwise.   The sensor outputs a detection signal in the first state when the distance from the first detection body is less than a predetermined distance, and when the distance from the first detection body is greater than or equal to the predetermined distance. When the detection signal of the first state is not output and the distance to the second detection body is less than a predetermined distance, the detection signal of the second state is output, and the distance to the second detection body is The bicycle detection apparatus according to claim 2, wherein the second state detection signal is not output when the distance is equal to or longer than the predetermined distance.   The said 1st detection body provided in a said 1st operation part, and the said 2nd detection body provided in a said 2nd operation part are further provided as described in any one of Claims 2-4. Bicycle detection device. The first operation unit is provided movably between a first detection body and the sensor that detects the first detection body ,
The bicycle detection device according to claim 1, wherein the second operation unit is provided so as to be movable between a second detection body and the sensor that detects the second detection body . The first detection body and the second detection body are magnets,
The bicycle detection device according to claim 2, wherein the sensor includes a Hall element.   Of the magnetic poles provided in the first detection body, the magnetic poles close to the sensor and the magnetic poles provided in the second detection body in a state where the first operation part and the second operation part are not operated. The bicycle detection device according to claim 7, wherein a magnetic pole close to the sensor has opposite magnetism. The first detector and the second detector have different colors,
The bicycle detection device according to claim 2, wherein the sensor includes a light receiving element.   The bicycle detection device according to claim 9, wherein the first detection body and the second detection body have different colors by emitting light. The first detection body includes a plurality of first color portions having different colors from each other,
The plurality of first color portions are arranged in a direction in which the first operation unit moves,
The second detector includes a plurality of second color portions having different colors from each other,
The bicycle detection device according to claim 9 , wherein the plurality of second color portions are arranged in a direction in which the second operation unit moves.   The bicycle detection device according to any one of claims 9 to 11, further comprising a guide portion in which a window for guiding light to the sensor is formed.   An operation device for a bicycle component, comprising: the bicycle detection device according to any one of claims 1 to 12, and the first operation portion and the second operation portion.   The bicycle component operation device according to claim 13, wherein the first operation unit and the second operation unit operate a bicycle component. The operating device includes a winding body that moves a cable coupled to the bicycle component by operating the first operating unit and the second operating unit,
The bicycle according to claim 14, wherein a direction in which the winding body is rotated by an operation of the second operation unit is opposite to a direction in which the winding body is rotated by the operation of the first operation unit. Component operating device.   The bicycle component operating device according to claim 14 or 15, wherein the bicycle component is a transmission, a suspension, or a seat post. The operating device for a bicycle component according to any one of claims 13 to 16,
A bicycle control system comprising: a control device that controls a bicycle electric component that is the bicycle component in response to the first state detection signal and the second state detection signal. The bicycle component is a transmission;
18. The bicycle control according to claim 17, wherein the control device controls a motor for driving the bicycle according to human power driving force and the detection signal of the first state and the detection signal of the second state. system.   The bicycle control system according to claim 18, wherein the control device reduces the output of the motor in accordance with the detection signal of the first state and the detection signal of the second state.   The control device reduces the output of the motor and the time for reducing the output of the motor when the detection signal of the first state is detected and when the detection signal of the second state is detected. 20. The bicycle control system of claim 19, wherein at least one of the quantities is different.